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In the aftermath of the Germanwings crash in 2015, several regulations have been instituted around pilots' mental health issues and flight safety. One of these (CAT.GEN.MPA.215) stipulates that European operators are to implement a Peer Support Program to encourage pilots' self-referral of mental health issues and identify mental wellbeing issues as early as possible. However, knowledge is scarce regarding how effective these programs are on a range of outcomes. This systematic review aimed to identify articles investigating peer support programs and their effectiveness in preventing and detecting mental health issues, in commercial aviation and other high-risk organizations. A systematic search was performed in three databases, following the structure of the PRISMA guidelines. All articles (2.123) were exported to Rayyan Citation, where the screening process was performed. Four articles met the final inclusion criteria. Overall, the search revealed little empirical evidence of the effectiveness of peer support in detecting and preventing mental health. Although there is limited or no evidence in any direction, the peer support programs seem to be without evident harm and were generally appreciated. The insufficient empirical evidence is nonetheless concerning, with these programs being implemented throughout Europe in such a high-risk context as the aviation industry. The results highlight the importance of more research on peer support in aviation. [ABSTRACT FROM AUTHOR]

Hydrogen has been widely recognised as a versatile and environmentally-friendly energy carrier, with a broad range of potential applications across various sectors. The abundance of hydrogen in the universe and its high energy content makes it an attractive alternative to conventional fossil fuels. Moreover, the utilization of hydrogen does not produce greenhouse gases or other pollutants that contribute to air pollution and climate change. In recent years, there has been a growing interest in developing and deploying hydrogen technologies for a sustainable energy future. This paper provides an in-depth exploration of the potential of hydrogen as a clean energy source in different sectors, such as transportation, energy storage, power generation, industry, buildings, maritime transport, and aviation. The aim of the paper is to provide an overview of the current state of hydrogen applications in Europe and the Baltic States, including examples of ongoing projects and initiatives, and to assess the advantages and disadvantages of hydrogen technologies in different sectors. The main results of the paper highlight that hydrogen has the potential to significantly reduce greenhouse gas emissions and achieve carbon neutrality targets. However, the deployment of hydrogen technologies also faces various challenges such as high production costs, lack of infrastructure, and safety concerns. The tasks of the paper are to provide an insight into the potential of hydrogen, identify the challenges and limitations, and highlight ongoing research and development efforts in this field. The paper concludes that the widespread adoption of hydrogen technologies is a long-term goal that requires the cooperation of various stakeholders and the development of innovative and cost-effective solutions. Despite the challenges, the current state of hydrogen applications and ongoing projects in Europe and the Baltic States demonstrate that hydrogen has the potential to play a significant role in the transition to a sustainable and low-carbon future. [ABSTRACT FROM AUTHOR]

Collisions between aircraft and wildlife (i.e., wildlife strikes) pose a serious threat toward the safety of aircraft, its crew, and passengers. The effects of COVID-19 related travel restrictions on wildlife strikes are unknown. With this study, we aim to address this information gap by assessing the changes of wildlife hazard management performance across European airports during the lockdown period (e.g., period of reduced operations and borders closure in spring 2020). We also sought to raise awareness of the importance of wildlife strike prevention in times of reduced operations. The objective of our study was to compare wildlife strike data before and during the lockdown based on the following criteria: (1) the number of wildlife strikes per 10,000 flights, (2) the groups of wildlife species involved, and (3) the lighting conditions. To conduct our research, we analyzed a dataset of 12,528 wildlife strikes, gathered from 157 civil airports across Europe for the period from March 2017 to February 2021. Our analysis revealed a wide variation in the wildlife strike rates during the lockdown (period of time from March 1, 2020 to February 28, 2021). Our study uncovered an increasing trend of the relative strike rates for almost all wildlife species categories and a slight trend toward more strikes occurring during daytime compared to nighttime. Our findings highlighted the need for continuous wildlife hazard management despite fluctuation in flights and provide potential for airports, airline operators, and other aviation stakeholders to reduce wildlife strike risk. [ABSTRACT FROM AUTHOR]

The COVID-19 pandemic in just a few weeks has turned the whole planet upside down: from an open accessible world we have transformed into a closed fragmented particular world separated by hard transient borders. For several months, airlines in Europe suspended almost all their operations and the airports were closed for the commercial aviation. The COVID-19 crisis has caused a collapse in the air traffic and had a catastrophic impact of the airline industry and the aviation value chain. The coronavirus pandemic exposed many weaknesses across the European aviation system for which the relevant institutions did not have a quick and efficient fix. And while we are slowly and conditionally regaining the freedom to travel within the European countries and across continents, the future of air transport is being jeopardized by this global health crisis, both in term of short-term safety and economic impact and its long-term values and responsibilities. In the field of civil aviation safety, the emphasis has shifted from the security measures against acts of unlawful interference, to measures and activities to protect the human health. All relevant international civil aviation organizations began working closely together with the most important international institutions for control of infectious diseases, in the creation of special protocols for protection against COVID-19 in air traffic. Health safety is now an intrinsic element of the aviation safety. It is very clear that air travel will never be the same again and that the air transport industry should contribute to reinventing the travel experience for the future. Because of all this, the aim of this paper is to identify the most significant safety challenges facing the European air transport system in conditions of global health crisis. At the same time, the paper is giving some useful thoughts and recommendations for sustainable implementation of appropriate and efficient safety measures by the entities in the international and domestic aviation industry. [ABSTRACT FROM AUTHOR]

The COVID‐19 pandemic led to a 72% reduction of air traffic over Europe in March–August 2020 compared to 2019. Modeled contrail cover declined similarly, and computed mean instantaneous radiative contrail forcing dropped regionally by up to 0.7 W m−2. Here, model predictions of cirrus optical thickness and the top‐of‐atmosphere outgoing longwave and reflected shortwave irradiances are tested by comparison to Meteosat‐SEVIRI‐derived data. The agreement between observations and modeled data is slightly better when modeled contrail cirrus contributions are included. The spatial distributions and diurnal cycles of the differences in these data between 2019 and 2020 are partially caused by differences in atmospheric and surface conditions, particularly for solar radiation in the spring of 2020. Aviation signals become discernible in the observed differences of these data between 2019 and 2020 when subtracting numerical weather prediction model results that approximate the atmosphere and surface conditions without contrails. Plain Language Summary: Aircraft flying in cold and humid air masses induce contrails which warm the Earth‐atmosphere system by reducing the terrestrial radiation out into space and cool by increasing the Earth's albedo. Previous studies found that the warming effects dominate and that contrails may contribute most of the present radiative forcing of climate change induced by aviation. The COVID‐19 pandemic led to a worldwide and long‐duration reduction of air traffic. This paper compares model predictions and satellite‐observed cirrus properties and irradiances over Europe for 6 months in 2019 and 2020. The models account for changes in the atmosphere and at the Earth's surface in the two half‐years. Model and observation results show about 90% correlation and 20% mean normalized deviations. The agreement between observed and modeled optical cirrus thickness and terrestrial irradiances improves slightly when the modeled contrail cirrus contributions are included. Solar radiation changes show a larger variability because of large changes in the lower atmosphere and at the Earth surface. Since worldwide traffic activity has stayed at low levels after August 2020, the comparisons may be extended. Further model studies, including the effects of other emissions, are needed for a more comprehensive understanding of the observed changes. Key Points: Air traffic reduction during the COVID‐19 pandemic is used for testing aviation contrail cirrus and related radiative forcing modelingCirrus optical depth and top‐of‐atmosphere irradiances from satellite observations and model results show reasonable correlationsAviation contrail signatures are identifiable in spite of strongly different atmosphere and surface conditions in 2019 and 2020 [ABSTRACT FROM AUTHOR]

Air transport is considered to be the safest mode of mass transportation. Air traffic management (ATM) systems constitute one of the fundamental pillars that contribute to these high levels of safety. In this paper we wish to answer two questions: (i) What is the underlying safety level of ATM systems in Europe? and (ii) What is the dispersion, that is, how far does each ATM service provider deviate from this underlying safety level? To do this, we develop four hierarchical Bayesian inference models that allow us to infer and predict the common rate of occurrence of SMIs, as well as the specific rates of occurrence for each air navigation service provider (ANSP). This study shows the usefulness of hierarchical structures when it comes to obtaining parameters that enable risk to be quantified effectively. The models developed have been found to be useful in explaining and predicting the safety performance of 29 European ATM systems with common regulations and work procedures, but with different circumstances and numbers of aircraft, each managing traffic of differing complexity. [ABSTRACT FROM AUTHOR]

The COVID-19 pandemic has the potential to trigger a global economic crisis of significant dimensions, affecting all industries and activity sectors. One of the industry sectors in the eye of the coronavirus storm is aerospace. As governments all over the world have closed the boarders and imposed quarantine to their citizens, global air traffic has been brought to an almost complete standstill by the COVID-19 outbreak. Aviation leaders all over the world think that "this is still the worst crisis that this industry has ever been faced with. There's a huge amount of uncertainty going forward." In Europe and all over the world, governments are taking action adopting measures in support of their national airlines, but besides the grounded planes and canceled flights, a whole aviation and aeronautics industry is suffering from this crises. The big manufacturing companies are suffering and have to let go thousands of employees. There is an enormous pressure also on the aviation research to cope with the new situation. The immediate impact of the crisis is a severe economic downturn of the whole industry, starting with airlines postponing or stopping orders and deliveries, creating a snowball effect on the complete value chain, with a drastic lack of cash to finance research projects. In this challenging times of unprecedented uncertainties, aeronautics research community is trying to answer to two pressing questions: (1) How does this crisis affect research in the European aviation sector? and (2) What needs to be done to face the consequences caused by COVID-19 and boost aviation research in Europe? [ABSTRACT FROM AUTHOR]

Summary: The recent pandemic caused by COVID‐19 has globally affected air transport mobility as well as the airline industry in general. Numerous restrictions have been implemented in airline transport, which is potentially leading toward severe long‐term impacts on the global airline industry. In this paper, air transport mobility was analyzed regarding Europe (EU) based on the available data from the relevant sources associated with the airline industry. Data were analyzed in specific periods from January to April of 2020, which corresponded with the initialization of the pandemic in the EU and later in its full development. Specifically, two airports were selected in Croatia as case studies to analyze the impact of COVID‐19 more thoroughly on mobility together with the estimation of carbon footprint during the pandemic and the year before the pandemic state. The results revealed that COVID‐19 gradually affected air transport mobility in the EU where a peak was reached in April with a reduction in the number of flights in the EU region reaching more than 89%. Cargo traffic was not significantly affected by the pandemic, and was even increased in some cases due to the supply of medical equipment in the fight against the disease. The analyzed case study revealed the reduction in air transport mobility for selected airports to be more than 96%, which directly affected the reduction of CO2 emissions to factor 1.81 for the commercial airport of Zagreb and 3.49 for the seasonal airport of Split. A normalization of air transport mobility is expected to be reached through a 1‐year period with a continued reduction in the number of flights ranging from 15% to 25%, based on the projections and expectations from relevant EU associations. [ABSTRACT FROM AUTHOR]

This paper extends previous approaches to meta-efficiency measures by incorporating meta-frontiers using good-output, bad-output and by-production efficiencies to compare European and Asian airlines. We also examine whether the heterogeneity in environmental regulatory standards between these regions has emboldened Asian airlines to be less eco-friendly and/or more market-share seeking. We find that the environmental performance of European airlines improved continuously between 2007 and 2013, unlike their competitors in Asia. We argue that this improvement in the environmental performance of the European airlines could be an outcome of the European Emission Trading Scheme (ETS), which set incentives for European airlines to renew their fleets and optimise their operations. Our technological gap ratio estimates also point to some Asian airlines outperforming all other airlines on technological measures, indicating they operate in a more favourable business environment. Overall, our method contributes to the methodological enhancement of data envelopment analysis (DEA) and allows deeper insights into firm operations in general, and environmental efficiency analysis of European and Asian airlines in particular. [ABSTRACT FROM AUTHOR]

This study aimed to analyze aircraft ground operation processes from a human factors perspective with special emphases on the occurrence and influence of interruptions on pilots' workload. Interruptions have been shown to increase workload and error probability as well as to contribute to fatal accidents in various fields. Countermeasures have been initiated especially in high-risk environments such as those involving medical issues. In aviation, more explicitly during turn-around processes, interruptions might occur frequently and impair flight safety. One hundred and sixty fully certified pilots working for a European airline were observed during their turn-around while performing real operations. Pilots' interruptions were documented and classified in order to predict subjectively perceived workload by use of multiple linear regression analysis. External factors such as weather conditions, technical problems, and time pressure were considered as covariates. On average, a pilot experienced about eight interruptions during a turn-around. Overall workload estimates showed a level comparable to that of manual flying in a simulator. Interruptions from colleagues or from outside the cockpit were found to predict pilots' workload; however, further external factors such as poor weather conditions impacted workload even more strongly. We suggest two approaches based on our results to handling the high rate of interruptions. We first recommend procedural changes to diminish the interruption rate; second, we recommend comprehensive, line-oriented flight training for airline and ground staff to raise awareness about the negative influence of interruptions. [ABSTRACT FROM AUTHOR]

Excess nitrogen deposition from anthropogenic sources of atmospheric emissions, such as agriculture and transportation, can have negative effects on natural environments. Designing effective conservation efforts requires knowledge of the contribution of individual sectors. This study utilizes a global atmospheric chemistry-transport model to quantify, for the first time, the contribution of global aviation NO x emissions to nitrogen deposition for 2005 and 2019. We find that aviation led to an additional 1.39 Tg of nitrogen deposited globally in 2019, up 72 % from 2005, with 67 % of each year's total occurring through wet deposition. In 2019, aviation was responsible for an average of 0.66 %, 1.13 %, and 1.61 % of modeled nitrogen deposition from all sources over Asia, Europe, and North America, respectively. These impacts are spatially widespread, with 56 % of deposition occurring over water. Emissions during the landing, taxi and takeoff (LTO) phases of flight are responsible for 8 % of aviation's nitrogen deposition impacts on average globally, and between 16 and 32 % over most land in regions with high aviation activity. Despite currently representing less than 1.2 % of nitrogen deposition globally, further growth of aviation emissions would result in increases in aviation's contribution to nitrogen deposition and associated critical loads., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2022 The Authors. Published by Elsevier B.V. All rights reserved.)

Biofuels are being advocated by certain sections of the commercial aviation industry as a means of reducing greenhouse gas emissions and lowering fossil-fuel dependency within the confines of current aircraft technology and infrastructure. Rising oil prices, increasingly stringent environmental legislation, and continued growth in air travel demand have stimulated the development of renewable lower-carbon fuel alternatives that can act as a substitute for conventional Jet A1 kerosene. However, although biofuels may offer a number of apparent benefits, barriers to widespread commercial uptake and deployment remain, including concerns about competition for feedstocks and impact on global water resources and biodiversity. The processes involved in the uptake of aviation-grade biofuels are not straightforward and there is a need to explore the factors affecting commercial deployment. This paper reports on the findings of a series of in-depth semistructured interviews with key aviation stakeholders in Europe. The research reveals that concerns about the supply of suitable feedstocks, uncertainty surrounding the true life-cycle emissions savings of the fuels, and the perceived lack of policy support are key obstacles that need to be addressed before aviation biofuels can be widely utilized. The research also reveals that the potential inclusion of aviation within the EU Emissions Trading Scheme will create a zero accounting “loophole” for biofuel that may uniquely influence the pattern of uptake in the EU vis-à-vis other world markets. Additional key constraints identified include limitations on the supply of suitable feedstocks, concerns about sustainability of the fuels, and uncertain policy support. [ABSTRACT FROM PUBLISHER]

We study the effects of introducing a high speed train connection on competition between airports, focusing on the new HST-link between Amsterdam and Brussels. We conduct a detailed analysis regarding the airport choice of passengers living in the Netherlands, Belgium, Luxembourg, Northern France and Western Germany. We compare the results with Spain, where a high speed train between Madrid and Barcelona has recently been inaugurated. We estimate a multinomial logit model of airport choice and predict future market shares, based on access time, frequency, average fare and airport specific constants. Direct and cross-elasticities are calculated and finally future market shares are predicted, incorporating changes in access time due to the introduction of the high speed train. We find that the introduction of a high speed train connection benefits the airport with the higher level of service most. This is in line with general economic reasoning that stronger suppliers benefit more from increased competition. [ABSTRACT FROM AUTHOR]

This commentary focuses on the challenges facing the implementation of the Single European Sky ( SES) initiative. Intended to reduce the inefficiencies of air travel across the region, SES represents an attempt to transcend national systems of airspace management, replacing them with an organisationally and technologically integrated pan-continental system. So far, however, outcomes have not fully matched the original vision of SES. In this commentary I consider how outcomes to date reflect tensions between technocratic visions on one hand, and political and economic interests on the other. In outlining these tensions, I demonstrate how SES represents a fruitful problematique for geographic inquiry. [ABSTRACT FROM AUTHOR]

Previous research on helicopter history consists primarily of (auto)biographies and collections of helicopter patents. The first with its focus on individual achievements mostly denies contact between pioneers while the second largely ignores the limited use of patents by these pioneers. As a result the transmission of helicopter technology, particularly that of the 1920s and 1930s in Europe, has been little understood. The results of archival research presented here show that there was contact between these helicopter pioneers including providing references to patent information but at a modest scale. Conference reports and private correspondence found in the archive of the Dutch helicopter engineer Albert von Baumhauer suggest that a stronger link between helicopter pioneers was evident in shared theoretical interests rather than in an exchange of mechanical solutions. Language barriers and geographical distance between the main players partly explain the lack of greater cooperation among a highly specialized group of aviation engineers. [ABSTRACT FROM AUTHOR]

This article argues that airlines should be viewed through the lens of complexity theory, a complex systems-oriented aviation industry defined by interactions among sub-systems that include airports, passengers, airlines and (mobility) policy - the regulations, guidance, design and planning mechanisms that are increasingly part of aviation internalities. Together with air traffic controllers, cabin/ground crew, airport managers, the formation of multiple assemblages of aeromobility have generated the conditions for the industry's survival and expansion; helping to make Europe and its air-space one of the busiest in the world with 150,000 air routes, 150 airlines and 9.5 million annual flights. Within the European Union, the system draws support and governance from the political system since the system sustains and promotes mobilities in contemporary European life - a cornerstone of the modern European Union without borders. From supporting new aircraft innovation through loan guarantees; creating the framework for new powerful institutions such as the European Aviation Safety Agency; and designing new policy directives such as the Single European Sky, aeromobility has entered into the fabric of European life. During April 2010, an Icelandic volcanic eruption created turbulence in the Europe aviation industry, causing disrupted mobilities across the globe. Just as the 2008 financial crisis shook the global economy, exposing the fragility of the foundations of global banking and finance, the eruption exposed the weaknesses of European institutions and the governance framework that regulates the free flow of people, labor and cargo by air. This article reflects on the Eyjafjallajokull event to expose the fragility of the system and argues that decisions made during and after the eruption mask the system's continual vulnerability to exogenous forces. Simplification by experts and other actors such as politicians from outside the system's ecological landscape may thus have long lasting consequences. [ABSTRACT FROM AUTHOR]

Difficult economic conditions must not be allowed to inhibit investment in air traffic management, otherwise serious capacity shortfalls could result in the medium to long term. This problem is compounded by the correlation between lack of capacity and environmental impact; EUROCONTROL has several initiatives designed to combat both. This paper describes the flight efficiency plan that EUROCONTROL is carrying out with the Civil Air Navigation Services Organisation (CANSO) and the International Air Transport Association (IATA), in addition to the Dynamic Management of the European Airspace Network (DMEAN) bridge to the Single European Sky ATM Research (SESAR) programme. It also discusses collaborative decision making, continuous descent approaches, collaborative environmental management and bespoke airside airport capacity enhancement activities. [ABSTRACT FROM AUTHOR]

Abstract: The objective of this paper is to discuss the following questions: Do concurrent organizational changes have a direct impact on aviation maintenance and safety, if so, how can this be measured? These questions were part of the investigation carried out by the Accident Investigation Board, Norway (AIBN). The AIBN investigated whether Norwegian aviation safety had been affected due to major organizational changes between 2000 and 2004. The main concern was the reduction in safety margins and its consequences. This paper presents a summary of the techniques used and explains how they were applied in three airlines and by two offshore helicopter operators. The paper also discusses the development of safety related indicators in the aviation industry. In addition, there is a summary of the lessons learned and safety recommendations. The Norwegian Ministry of Transport has required all players in the aviation industry to follow up the findings and recommendations of the AIBN study. [Copyright &y& Elsevier]

While a substantial part of the population in Europe seems well informed about the phenomenon of climate change, uncertainty seems to prevail in terms of its seriousness, its consequences for society and action that needs to be taken in order to prevent ‘dangerous interference with the climate system’. Many people seem to believe that there is no scientific consensus about climate change and that individual behavioural change is irrelevant in the face of uncertainty. Such a ‘psychology of denial’ seems particularly strong in the context of air travel, the fastest growing transport sector. This paper seeks to understand this phenomenon by analysing the discourses surrounding air travel. Four major industry discourses are identified: air travel is energy efficient and accounts only for marginal emissions of CO2; air travel is economically and socially too important to be restricted; fuel use is constantly minimized and new technology will solve the problem, and air travel is treated unfairly in comparison to other means of transport. The validity of these claims is evaluated based on data and material presented in the scientific literature. Results show that there are substantial gaps between the discourses and the reality of aviation's environmental performance, which might partially explain the controversial understanding of air travel and its environmental consequences among the public. [ABSTRACT FROM AUTHOR]

After intensifying in the 1980s and 1990s, the longstanding dispute between Europe and the United States over government subsidies for the commercial jetliner industry again heated up in 2004. This time, however, the stakes were higher because both nations sued each other at the World Trade Organization over government subsidies paid to their respective commercial jetliner companies. The dispute over subsidies has heightened trade tensions between the United States and Europe, as both companies spar for dominance in the highly competitive industry of commercial aircraft. This paper provides a sequel to "Boeing-Airbus Subsidy Dispute: An Economic and Trade Perspective," a paper written by these authors and published in the October-December 2001 issue of Global Economy Quarterly. The initial paper analyzed the trade frictions between Boeing and Airbus regarding governmental subsidies and its implications for the conduct and performance of the two companies in the commercial aircraft industry. This paper extends the analysis by discussing recent developments in the commercial aircraft industry, the subsidy dispute of Boeing and Airbus at the World Trade Organization, and the future health of the commercial jetliner industry. [ABSTRACT FROM AUTHOR]

This paper presents estimates of environmental costs in a set of 36 European airline markets. Cost are calculated for noise, air pollution and accident risk using data on aircraft emissions, exposure-response parameters and economic valuation of environmental goods. The ‘medium value’ cost estimate is 0.0201ECU per passenger-km. This result suggests that environmental costs represent only a small fraction (2.5%) of the internal cost of aviation as measured by the average ticket price. Noise costs are the dominant environmental cost at some 75% of the cost total. The medium estimates are sensitive to changes in the various assumptions in the pathways: a low and high estimate are three times lower and five times higher, respectively, than the medium estimate. The study further suggests that there are environmental economies of scale in air transport and that Chapter 2 aircraft are about a factor four more environmentally costly than Chapter 3 aircraft. [Copyright &y& Elsevier]

Using data on 172 domestic city-pair markets in eight European countries, we investigate the effect of the market structure on airlines choices of departures and prices. We find that flag carriers have a higher number of departures than other airlines and that it is more likely that flag carriers are monopolists. At the same time flag carriers do not have a higher ticket price than other airlines. The influence of market power, measured with the Herfindahl index, does not have a significant effect on ticket prices, but a significant effect on the number of departures: decreased market concentration and an increased number of airlines results in increased aggregate frequencies. Comparing the predicted ticket prices, at sample mean, between monopoly and non-monopoly routes we can reject the hypothesis of differences in equilibrium price. However, the predicted aggregate number of departures, calculated at sample mean, is significantly higher at non-monopoly routes compared with monopoly routes. [ABSTRACT FROM AUTHOR]

Two of the ways in which air travel affects climate are the emission of carbon dioxide and the creation of high-altitude contrails. One possible impact reduction strategy is to significantly reduce the formation of contrails. This could be achieved by limiting the cruise altitude of aircraft. If implemented, this could severely constrain air space capacity, especially in parts of Europe. In addition, carbon emissions would likely be higher due to less efficient aircraft operation at lower cruise altitudes. This paper describes an analysis of these trade-offs using an air space simulation model as applied to European airspace. The model simulates the flight paths and altitudes of each aircraft and is here used to calculate emissions of carbon dioxide and changes in the journey time. For a one-day Western European traffic sample, calculations suggest annual mean CO2 emissions would increase by only 4% if cruise altitudes were restricted to prevent contrail formation. The change in journey time depended on aircraft type and route, but average changes were less than 1 min. Our analysis demonstrates that altitude restrictions on commercial aircraft could be an effective means of reducing climate change impacts, though it will be necessary to mitigate the increased controller workload conflicts that this will generate. [Copyright &y& Elsevier]

Fiber reinforced polymers play a crucial role as enablers of lightweight and high performing structures to increase efficiency in aviation. However, the ever-increasing awareness for the environmental impacts has led to a growing interest in bio-based and recycled 'eco-composites' as substitutes for the conventional synthetic constituents. Recently, the international collaboration of Chinese and European partners in the ECO-COMPASS project provided an assessment of different eco-materials and technologies for their potential application in aircraft interior and secondary composite structures. This project summary reports the main findings of the ECO-COMPASS project and gives an outlook to the next steps necessary for introducing eco-composites as an alternative solution to fulfill the CLEAN SKY target. [ABSTRACT FROM AUTHOR]

Fatigue is an inevitable hazard in the provision of air traffic services and it has the potential to degrade human performance leading to occurrences. The International Civil Aviation Organization (ICAO) requires air navigation services which providers establish fatigue risk management systems (FRMS) based on scientific principles for the purpose of managing fatigue. To develop effective FRMSs, it is important to investigate the relationship between traffic volume, air traffic management occurrences, and fatigue. Fifty-seven qualified ATCOs from a European Air Navigation Services provider participated in this research by providing data indicating their alertness levels over the course of a 24-hour period. ATCOs' fatigue data were compared against the total of 153 occurrences and 962,328 air traffic volumes from the Eurocontrol TOKAI incident database in 2019. The result demonstrated that ATCO fatigue levels are not the main contributory factor associated with air traffic management occurrences, although fatigue did impact ATCOs' performance. High traffic volume increases ATCO cognitive task load that can surpass available attention resources leading to occurrences. Furthermore, human resilience drives ATCOs to maintain operational safety though they suffer from circadian fatigue. Consequently, FRMS appropriately implemented can be used to mitigate the effects of fatigue. First-line countermeasure strategies should focus on enough rest breaks and roster schedule optimization; secondary strategies should focus on monitoring ATCOs' task loads that may induce fatigue. It is vital to consider traffic volume and ATCOs' alertness levels when implementing effective fatigue risk management protocols., (© The Authors. Risk Analysis published by Wiley Periodicals LLC on behalf of Society for Risk Analysis.)

The Council of European Aerospace Societies (CEAS) Aeroacoustics Specialists Committee (ASC) supports and promotes the interests of the scientific and industrial aeroacoustics community on a European scale and European aeronautics activities internationally. In this context, "aeroacoustics" encompasses all aerospace acoustics and related areas. Each year the committee highlights some of the research and development projects in Europe. This paper is a report on highlights of aeroacoustics research in Europe in 2019, compiled from information provided to the ASC of the CEAS. In addition, during 2019, a number of research programmes involving aeroacoustics were funded by the European Commission. Some of the highlights from these programmes are also summarised in this article, as well as highlights from other programmes funded by national programmes or by industry. Furthermore, a concise summary of the CEAS-ASC annual scientific workshop: "New Materials for Applications in Aeroacoustics" held in the University of Roma Tre, Italy in September 2019 is included in this report. Enquiries concerning all contributions should be addressed to the authors who are given at the end of each subsection. [ABSTRACT FROM AUTHOR]

The Single Europe Sky Air Traffic Management Research (SESAR) program develops and implements innovative technological and operational solutions to modernize European air traffic management and to eliminate the negative environmental impacts of aviation activity. This article presents our developments within the SESAR Solution "Safety Support Tools for Avoiding Runway Excursions". This SESAR Solution aims to mitigate the risk of runway excursion, to optimize airport operation management by decreasing the number of runway inspections, to make chemical treatment effective with respect to the environment, and to increase resilience, efficiency and safety in adverse weather situations. The proposed approach is based on the enhancement of runway surface condition awareness by integrating data from various sources. Dangerous windy conditions based on Lidar measurements are also discussed as another relevant factor in relation to runway excursions. The paper aims to explore four different data mining methods to obtain runway conditions from the available input data sources, examines their performance and discusses their pros and cons in comparison with a rule-based algorithm approach. The output of the SESAR Solution is developed in compliance with the new Global Reporting Format of the International Civil Aviation Organization for runway condition description to be valid from 2020. This standard is expected to provide concerned stakeholders with more precise information to enhance flight safety and environmental protection., Competing Interests: The authors declare no conflict of interest.

Ash from volcanic eruptions can severely interrupt air traffic, as the eruption of Eyjafjallajökull volcano in 2010 impressively demonstrated. This study used historic eruption and meteorological data to develop two volcanic ash scenarios using Icelandic volcanoes. The scenarios demonstrate the potential scale of events in terms of duration and intensity and enable an investigation of responses either during a long period of continuous risk assessment and maintenance or when facing a large-scale severe interruption of air traffic, while under current regulations. Aviation experts were invited to discuss the scenarios to help create a picture of the current resilience of the aviation sector and to identify opportunities for improvement in risk management. The research demonstrates that under both scenarios the impact on air traffic would be significant. Weaknesses in current response exercises to volcanic events were identified, suggesting a need to address more extreme scenarios and test responses to events of longer duration. The method employed in this study served as an example to assess the effects of possible impacts of volcanic eruptions on aviation in the North Atlantic and could be applied to other parts of the world. • Extreme but realistic volcanic eruption scenarios simulated based on real past events. • Scenario approach used as low-cost method to identify weaknesses in current response exercises to volcanic events. • Long-term contingency plan for transportation is essential for society's resilience. • Volcanic ash exercises to be more challenging in terms of real time pressure and impact. [ABSTRACT FROM AUTHOR]

Explosives detection systems (EDS) based on X-ray are used at airports to screen baggage for the presence of explosives. In Europe and the United States, EDS equipment is tested extensively by specialist test centres prior to approval for operational use in airports. Once EDS are installed in airports, however, it can be challenging to test the EDS equipment and verify that it continues to perform at the highest level, because of the impracticality of introducing bulk explosives into civil aviation airports. We have developed inert, non-toxic polymer-bonded simulants and validated them against real explosives using EDS equipment. The accuracy of our simulants is within 1% of the target bulk density, and within 2% of the target effective atomic number, and the materials have a stability of at least 4 years, with an uncertainty of 0.5%. The simulants generate alarms in almost 100% of cases on a wide range of commercial EDS models, and we consider the simulants fit for purpose for use during testing of EDS equipment at airports.

The management of cardiovascular disease (CVD) has evolved significantly in the last 20 years; however, the last major publication to address a consensus on the management of CVD in aircrew was published in 1999, following the second European Society of Cardiology conference of aviation cardiology experts. This article outlines an introduction to aviation cardiology and focuses on the broad aviation medicine considerations that are required to manage aircrew appropriately and optimally (both pilots and non-pilot aviation professionals). This and the other articles in this series are born out of a 3 year collaborative working group between international military aviation cardiologists and aviation medicine specialists, many of whom also work with and advise civil aviation authorities, as part of a North Atlantic Treaty Organization (NATO) led initiative to address the occupational ramifications of CVD in aircrew (HFM-251). This article describes the types of aircrew employed in the civil and military aviation profession in the 21st century; the types of aircraft and aviation environment that must be understood when managing aircrew with CVD; the regulatory bodies involved in aircrew licensing and the risk assessment processes that are used in aviation medicine to determine the suitability of aircrew to fly with medical (and specifically cardiovascular) disease; and the ethical, occupational and clinical tensions that exist when managing patients with CVD who are also professional aircrew., Competing Interests: Competing interests: None declared., (© Author(s) (or their employer(s)) 2018. Re-use permitted under CC BY-NC. No commercial re-use. See rights and permissions. Published by BMJ.)

The expanding global air network provides rapid and wide-reaching connections accelerating both domestic and international travel. To understand human movement patterns on the network and their socioeconomic, environmental and epidemiological implications, information on passenger flow is required. However, comprehensive data on global passenger flow remain difficult and expensive to obtain, prompting researchers to rely on scheduled flight seat capacity data or simple models of flow. This study describes the construction of an open-access modeled passenger flow matrix for all airports with a host city-population of more than 100,000 and within two transfers of air travel from various publicly available air travel datasets. Data on network characteristics, city population, and local area GDP amongst others are utilized as covariates in a spatial interaction framework to predict the air transportation flows between airports. Training datasets based on information from various transportation organizations in the United States, Canada and the European Union were assembled. A log-linear model controlling the random effects on origin, destination and the airport hierarchy was then built to predict passenger flows on the network, and compared to the results produced using previously published models. Validation analyses showed that the model presented here produced improved predictive power and accuracy compared to previously published models, yielding the highest successful prediction rate at the global scale. Based on this model, passenger flows between 1,491 airports on 644,406 unique routes were estimated in the prediction dataset. The airport node characteristics and estimated passenger flows are freely available as part of the Vector-Borne Disease Airline Importation Risk (VBD-Air) project at: www.vbd-air.com/data.

The assessment of the exposure to cosmic radiation onboard aircraft is one of the preoccupations of bodies responsible for radiation protection. Cosmic particle flux is significantly higher onboard aircraft than at ground level and its intensity depends on the solar activity. The dose is usually estimated using codes validated by the experimental data. In this paper, a comparison of various codes is presented, some of them are used routinely, to assess the dose received by the aircraft crew caused by the galactic cosmic radiation. Results are provided for periods close to solar maximum and minimum and for selected flights covering major commercial routes in the world. The overall agreement between the codes, particularly for those routinely used for aircraft crew dosimetry, was better than +/-20 % from the median in all but two cases. The agreement within the codes is considered to be fully satisfactory for radiation protection purposes.

Radiation exposure of aircraft crew caused by cosmic radiation is regulated in Europe by the European Community Council Directive 96/29/EURATOM and implemented into law in almost every country of the European Union. While the galactic cosmic radiation (GCR) leads on average to an exposure of about 3 mSv per year, solar cosmic radiation can lead to 1 mSv per one subsonic flight during solar storm periods. Compared to GCR, solar cosmic radiation shows a much softer proton spectrum but with a larger contribution of several orders of magnitude. This is the reason for the large radiation exposure in high northern and southern geographic latitudes during solar particle events. Here an overview of active radiation in-flight measurements undertaken during solar storms is given. In particular, tissue-equivalent proportional counter on-board measurements are shown and the radiation quality during solar storm periods with that for GCR is compared.

The 70th ground level event in the records of the Neutron Monitor network occurred on 13 December 2006 reaching a maximum count rate increase at the Oulu station of more than 90 % during the 5 min interval 3.05-3.10 UTC. Thereafter, count rates gradually decreased registering increases of a few per cent above the galactic cosmic ray background after a few hours. The primary proton spectrum during the first 6 h after the onset of the event is characterised in this work by fitting the energy and angular distribution by a power law in rigidity and a linear dependence in the pitch angle using a minimisation technique. The results were obtained by analysing the data from 28 Neutron Monitor stations. At very high northern and southern latitudes, the effective dose rates were estimated to reach values of 25-30 microSv h(-1) at atmospheric depth of 200 g cm(-2) during the maximum of the event. The increase in effective dose during north atlantic and polar flights was estimated to be in the order of 20 %.

An evaluation of the implementation of radiation protection measures for aircrew in EU Member States has recently been performed in a study sponsored by the European Commission. A comprehensive database has been gathered using questionnaires for civil aviation authorities, aircraft operators and radiation protection authorities in each country. The study has revealed the following results: all countries within the scope of this study where aircrew might receive annual doses >1 mSv have implemented appropriate legislation. The treatment of limits or constraints (action levels) for annual doses of 1, 6, 20 mSv could be an area where clear guidance by the European Commission might be needed. The way in which doses are determined might also be treated in a more harmonized way in the EU, including the transfer of dose data of freelancers or crew members working for other airlines. The establishment of the European Aviation Safety Agency leads to a gradual shift in responsibilities from the national civil aviation authorities towards this centralised European agency. Currently, however, tracking of doses for aircrew still lies with national bodies.

A sophisticated flight code named FREE (acronym for Flight Route Effective Dose Estimation) was built for professional commercial usage. During its creation special precautions have been taken to take correctly into account all existing dependencies and details, so that the best possible result is achieved. Some of these factors are presented in detail and their effect on doses or dose rates is estimated. Detailed comparisons to more recent measurements for both quiescent as well as disturbed conditions are presented. The agreement at undisturbed conditions turns out to be excellent and also the comparisons to measured transient effects are very satisfactory.

AVIDOS is a computer code used for the dose assessment of aircraft crew exposed to cosmic radiation. The code employs a multiparameter model built upon simulations of cosmic radiation exposure done using the FLUKA Monte Carlo code. AVIDOS calculates both ambient dose equivalent H*(10) and effective dose E for flight routes over the whole world at typically used altitudes and for the full range of solar activity. The dose assessment procedure using AVIDOS is accredited by the Austrian office for accreditation according to European regulations and is valid in the whole Europe. AVIDOS took part in an international comparison of different codes assessing radiation exposure of aircraft crew where a fully satisfactory agreement between codes has been found. An online version of AVIDOS with user friendly interface is accessible to public under the internet address: http://avidos.healthphysics.at.

Cosmic radiation was discovered successfully in the beginning of the twentieth century by the Austrian Nobel Price winner Victor Hess. Radiation effects to humans are of major concern during human space missions and also due to the increasing aviation altitudes and flight time. ICRP recommendations lead to adaptations of the Basic Safety Standards by the European Council. Beginning in the 1990 s up to now, significant improvements and findings in aviation dosimetry and epidemiology were done word-wide. Five research projects on measurements and modelling cosmic radiation exposure were supported by European Research Framework Programmes. In-flight measurements with remarkable agreement (+/-25%) were carried out to validate calculation codes for routine dose assessment within +/-30% for galactic cosmic radiation. Measurements and improvements of modelling radiation exposure due to solar particle events (SPE) is still an objective for future research projects.

In May 2000, the chairman of the European Radiation Dosimetry Group (EURADOS) invited a number of experts with experience of cosmic radiation dosimetry to form a working group (WG 5) on aircraft crew dosimetry. Three observers from the Article 31 Group of Experts as well as one observer from the Joint Aviation Authorities (JAA) were also appointed. The European Commission funded the meetings. Full meetings were organised in January 2001 and in November 2001. An editorial group, who are the authors of this publication, started late in 2002 to finalise a draft report, which was submitted to the Article 31 Group of Experts in June 2003. The methods and data reported are the product of the work of 26 research institutes from the EU, USA and Canada. Some of the work was supported by contracts with the European Commission, Directorate General XII, Science, Research and Development. A first overview of the EC report was published late in 2004. In this publication we focus on a comparison of measured and calculated ambient dose rate data using the EURADOS In-Flight Data Base. The evaluation of results obtained by different methods and groups, and comparison of measurement results and the results of calculations were performed in terms of the operational quantity ambient dose equivalent, H*(10). Aspects of measurement uncertainty are reported also. The paper discusses the estimation of annual doses for given flight hours and gives an outline of further research needed in the field of aircraft crew dosimetry, such as the influence of solar particle events.

The aviation domain provides a better analogy for the "temporary" teams that are found in acute medical specialities than industrial or military teamwork research based on established teams. Crew resource management (CRM) training, which emphasises portable skills (for whatever crew a pilot is rostered to on a given flight), has been recognised to have potential application in medicine, especially for teams in the operating theatre, intensive care unit, and emergency room. Drawing on research from aviation psychology that produced the behavioural marker system NOTECHS for rating European pilots' non-technical skills for teamwork on the flightdeck, this paper outlines the Anaesthetists Non-Technical Skills behavioural rating system for anaesthetists working in operating theatre teams. This taxonomy was used as the design basis for a training course, Crisis Avoidance Resource Management for Anaesthetists used to develop these skills, based in an operating theatre simulator. Further developments of this training programme for teams in emergency medicine are outlined.

The cosmic ray field at civil aviation altitudes consists of low-ionising radiations and neutrons with different energies. At the meeting on radiation exposure of civil air-crew held in Luxembourg in 1991, it was pointed out that there was a need to obtain a better evaluation of the dose with special regard to that of high energy neutrons. This problem has been tackled within the multinational research programmes of the Commission of the European Communities. These research activities made it possible to set up and calibrate the most advanced systems for the assessment of the occupational exposure of aircraft crew. In particular, two advanced neutron spectrometers have been developed, which cover the entire energy range of neutrons. Under the CEC contracts, a large variety of data has been gathered on many longhaul flights, using different dosimetric systems. Since most of the data have been gathered during the period of solar minimum (1994-1997) they represent an upper limit of the dose due to galactic cosmic rays.

Following a study modelling the geographical spread of influenza in France, on the basis of population movements through the use of railroad data, we applied the same methodology on a European scale. We simulated an epidemic within a network of 9 European cities (Amsterdam, Berlin, Budapest, Copenhagen, London, Madrid, Milano, Paris, Stockholm), only taking into account regular between-cities air transport. Transportation data were obtained from the International Civil Aviation Organization (1991). The theoretical results show that the time lag for action is probably short (less than one month) after the first detection of an epidemic focus.