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Purpose: The purpose of this study is to re-evaluation fuselage design when the main wing's has the ability to fulfill stability requirements without the need for a tailplane. The aerodynamic requirements of the fuselage usually involve a trade-off between reducing drag and providing enough length for positioning the empennage to ensure stability. However, if the main wing can fulfill the stability requirements without the need for a tailplane, then the fuselage design requirements can be re-evaluated. The optimisation of the fuselage can then include reducing drag and also providing a component of lift amongst other potential new requirements. Design/methodology/approach: A careful investigation of parameterisation and trade-off optimisation methods to create such fuselage shapes was performed. The A320 Neo aircraft is optimised using a parameterised 3D fuselage model constructed with a modified PARSEC method and the SHERPA optimisation strategy, which was validated through three case studies. The geometry adjustments in relation to the specific flow phenomena are considered for the three optimal designs to investigate the influencing factors that should be considered for further optimisation. Findings: The top three aerodynamic designs show a distinctive characteristic in the low aspect ratio thick wing-like aftbody that has pressure drag penalties, and the aftbody camber increased surface area notably improved the fuselage's lift characteristics. Originality/value: This work contributes to the development of a novel set of design requirements for a fuselage, free from the constraints imposed by stability requirements. By gaining insights into the flow phenomena that influence geometric designs when a lift requirement is introduced to the fuselage, we can understand how the fuselage configuration was optimised. This research lays the groundwork for identifying innovative design criteria that could extend into the integration of propulsion of the aftbody. [ABSTRACT FROM AUTHOR]

Pipe design in 3D is typically characterized by competing objectives, since the different design objectives, such as the reduction of length, weight, number of bends, manufacturing cost, and overall angle sum, are examples for such competing design goals, where one goal is often at the expense of the other. The origin of these competing design goals lies in the highly coupled problems of finding a permissible and collision-free pipe path in a complex 3D geometry and the physical properties of the path found. Because of the complex physics and geometry, these couplings are highly non-linear and mostly accessible via simulation only. The underlying pipe design optimization problem can thus not be solved explicitly and is tackled instead with a multi-disciplinary search procedure. Since the trade-offs between different competing evaluation objectives are often not known in advance, an automated design space exploration can be performed to generate different pipe designs, leading to well-informed design decisions by human experts. Such a design space exploration is shown and discussed using the pipework in a mounting rack in an Airbus A320 main landing gear bay. A total of 144 valid designs are generated, out of which the best in each criteria and the pareto-optimal solutions are automatically selected. Compared to the manually created Airbus A320 series solution, up to |$10.4\%$| of the pipe length or up to |$16.9\%$| of the bends can be saved using the same fixings and connection points, demonstrating both the feasibility and the industrial applicability of the automated toolchain. [ABSTRACT FROM AUTHOR]

Recurrent epidemics of respiratory infections have drawn attention from the academic community and the general public in recent years. Aircraft plays a pivotal role in facilitating the cross-regional transmission of pathogens. In this study, we initially utilized an Airbus A320 model for computational fluid dynamics (CFD) simulations, subsequently validating the model's efficacy in characterizing cabin airflow patterns through comparison with empirical data. Building upon this validated framework, we investigate the transport dynamics of droplets of varying sizes under three air supply velocities. The Euler-Lagrangian method is employed to meticulously track key parameters associated with droplet transport, enabling a comprehensive analysis of particle behavior within the cabin environment. This study integrates acquired data into a novel PCR (Personal Contamination Rate) equation to assess individual contamination rates. Numerical simulations demonstrate that increasing air supply velocity leads to enhanced stability in the movement of larger particles compared to smaller ones. Results show that the number of potential infections in the cabin decreases by 51.8% at the highest air supply velocity compared to the base air supply velocity, and the total exposure risk rate reduced by 26.4%. Thus, optimizing air supply velocity within a specific range effectively reduces the potential infection area. In contrast to previous research, this study provides a more comprehensive analysis of droplet movement dynamics across various particle sizes. We introduce an improved method for calculating the breathing zone, thereby enhancing droplet counting accuracy. These findings have significant implications for improving non-pharmacological public health interventions and optimizing cabin ventilation system design. [ABSTRACT FROM AUTHOR]

Runway Safety Assistant Foreseeing Excursions (RUNSAFE) is a complete embedded system solution, that predicts a potential runway overrun of a civil aviation aircraft during takeoff and landing. This work examines the feasibility of such a system, through the algorithms and computations that predict the overruns. The system executes both static and dynamic calculations, with the former being dependent on and the latter independent to the user's inputs. Their outcomes and the runway's length are compared in real time to assess if the process will end up in an overrun. All inputs are specifically selected to either be available to the pilots or be retrieved from the existing avionics systems of the cockpit. A performance evaluation is conducted on both static and dynamic calculations, and metrics unveil the accuracy of the predictions and the time needed to converge to a reliable result. The solution is adapted for a Boeing 737-800 aircraft with CFM56-7B engines, but the calculations also apply for similar aircraft equipped with tricycle landing gear and turbofan engines, namely the whole Boeing 737 family, the Airbus A320 family, etc. The system is aligned with current standards and certification specifications, where applicable. [ABSTRACT FROM AUTHOR]

Quantile regression is increasingly encountered in modern big data applications due to its robustness and flexibility. We consider the scenario of learning the conditional quantiles of a specific target population when the available data may go beyond the target and be supplemented from other sources that possibly share similarities with the target. A crucial question is how to properly distinguish and use useful information from other sources to improve the quantile estimation and inference at the target. We develop transfer learning methods for high-dimensional quantile regression by detecting informative sources whose models are similar to the target and using them to improve the target model. We show that under reasonable conditions, the detection of the informative sources based on sample splitting is consistent. Compared to the naive estimator with only the target data, the transfer learning estimator achieves a much lower error rate as a function of the sample sizes, the signal-to-noise ratios, and the similarity measures among the target and the source models. Extensive simulation studies demonstrate the superiority of our proposed approach. We apply our methods to tackle the problem of detecting hard-landing risk for flight safety and show the benefits and insights gained from transfer learning of three different types of airplanes: Boeing 737, Airbus A320, and Airbus A380. [ABSTRACT FROM AUTHOR]

The purpose of this research was to look at the behavior of two well-known commercial aircraft types in Indonesia (the A320 and the B738) during the take-off phase. This was done to provide new information in the field of aviation, particularly flight safety. Observations were made at Sultan Hasanuddin International Airport by observing aircraft ADS-B data, which defines the behavior of the flight pattern. This ADS-B data is the subject of data analysis, which will subsequently be taught to the machine (computer) so that it can recognize the pattern and construct clusters. The purpose of this study is to utilize unsupervised learning, specifically K-Means clustering, to categorize and identify patterns in unlabeled ADS-B data obtained from AERO-TRACK. To prepare the raw data and create a dataset, data analysis techniques were employed. The machine learning model generates three distinct clusters: cluster 1 represents aircraft take-off on two-thirds of the runway, cluster 2 represents aircraft take-off on the entire runway, and cluster 3 represents aircraft take-off on one-third of the runway. The elbow method is utilized to analyze and interpret the three clusters produced by the model. An interesting observation is that the B738 aircraft dominate in all three clusters, while the A320 aircraft dominate in clusters 1 and 3. Notably, in cluster 2, there is a significant number of commercial planes taking off, accounting for 145 out of 628 flights. Based on the observed data spanning 91 days (September 26 to December 26, 2022), there is a 23% probability of runway excursion (overshooting the runway) in this cluster. Additionally, the research reveals that A320 aircraft demonstrate a safe zone take-off rate of 87%, whereas the B738 aircraft demonstrate a rate of 70.5%. These findings, derived from the analysis of ADS-B data such as GPS-Altitude and Coordinate, are intended to serve as valuable knowledge for aviation authorities, aviation users, and other stakeholders in the aviation industry [ABSTRACT FROM AUTHOR]

Purpose: In the aerial transportation area, fuel costs are critical to the economic viability of companies, and so urgent measures should be adopted to avoid any unnecessary increase in operational costs. In particular, this paper addresses the case of missed approach manouevres, showing that it is still possible to optimize the usual procedure. Design/methodology/approach: The costs involved in a standard procedure following a missed approach are analysed through a simulation model, and they are compared with the improvements achieved with a fast reinjection scheme proposed in a prior work. Findings: Experimental results show that, for a standard A320 aircraft, fuel savings ranging from 55% to 90% can be achieved through the reinjection method. Originality/value: To the best of the authors' knowledge, this work is the first study in the literature addressing the fuel savings benefits obtained by applying a reinjection technique for missed approach manoeuvres. [ABSTRACT FROM AUTHOR]

Separating wake vortices is crucial for aircraft landing safety and essential to airport operational efficiency. Vertical wind, as a typical atmospheric condition, plays a significant role, and studying the evolution characteristics of wake vortices under this condition is of paramount importance for developing dynamic wake separation systems. In this study, we employed the SST k-ω turbulence model based on an O-Block structured grid to numerically simulate the simplified wing model. We analyzed the variations in the wake vortex structure and parameters of the Airbus A320 during the near-field phase under different vertical wind directions and speeds. The results indicate that favorable vertical winds cause a "flattening" deformation in the wake vortex. Vertical winds reduce the initial vortex strength, accelerate the rate of vortex decay, and influence the trajectory of the vortex core. Notably, under wind speeds of 1~3 m/s, the decay rate is more significant than under 4 m/s. When vertical wind speeds are substantial, it can lead to irregular motion and interactions within the vortex core, forming secondary vortices. [ABSTRACT FROM AUTHOR]

Safe operation is crucial for civil aviation, and reducing the risk of aircraft tire hydroplaning is essential for civil aviation safety. Here, a new 3D aircraft tire-grooved (smooth) wet pavement model based on the coupled Eulerian-Lagrangian (CEL) algorithm for the A320 aircraft was developed, and the effect of the ground contact area of an aircraft tire on the hydrodynamic pressure and support force of the tire under smooth and grooved wet pavement conditions was investigated. The results indicate that at the same taxiing speed, the ground contact area of the aircraft tire under the grooved wet-pavement condition is reduced by 19.8% compared to the smoothed wet-pavement condition, which is reduced by 6.2%. Similar patterns are observed for the hydrodynamic pressure and the critical hydrodynamic speed during landing and taking-off procedures, with upper and lower limited values obtained through the simulation results. Additionally, the predicted correction factor of the hydroplaning speed at different water film thicknesses is compared with those values obtained via the NASA formula. A comparison shows that the NASA formula underestimates the critical hydroplaning speed during the landing procedure. The corresponding correction factor will be less than 1.0 when the water film thickness reaches a critical value of 7.66 mm. [ABSTRACT FROM AUTHOR]

Airlines are faced with the challenge of reducing their environmental footprint in an effort to push for climate-neutral initiatives that comply with international regulations. In the past, the aviation industry has followed the approach of incremental improvement of fuel efficiency while simultaneously experiencing significant growth in annual air traffic. With the increase in air traffic negating any reduction in Greenhouse Gas (GHG) emissions, more disruptive technologies such as hydrogen-based onboard power generation are required to reduce the environmental impact of airline operations. However, despite initial euphoria and first conceptual studies for hydrogen-powered aircraft several decades ago, there still has been no mass adoption to this day. Besides the challenges of a suitable ground infrastructure, this can partly be attributed to uncertainties with the associated maintenance requirements and the expected operating costs to demonstrate the economic viability of this technology. With this study, we address this knowledge gap by estimating changes towards scheduled maintenance activities for an airborne hydrogen storage and distribution system. In particular, we develop a detailed system design for a hydrogen-powered, fuel-cell-based auxiliary power generation and perform a comparative analysis with an Airbus A320 legacy system. That analysis allows us to (a) identify changes for the expected maintenance effort to enhance subsequent techno-economic assessments, (b) identify implications of specific design assumptions with corresponding maintenance activities while ensuring regulatory compliance and (c) describe the impact on the resulting task execution. The thoroughly examined interactions between system design and subsequent maintenance requirements of this study can support practitioners in the development of prospective hydrogen-powered aircraft. In particular, it allows the inclusion of maintenance implications in early design stages of corresponding system architectures. Furthermore, since the presented methodology is transferable to different design solutions, it provides a blueprint for alternative operating concepts such as the complete substitution of kerosene by hydrogen to power the main engines. • Hydrogen in aviation requires strict safety measures to comply with regulations. • Systems will become technically more complex and demanding towards maintenance. • The substitution of kerosene with hydrogen is likely to increase maintenance costs. • Without prior experience, maintenance has to be estimated across industry sectors. [ABSTRACT FROM AUTHOR]

The engine bleed air system (BAS) is one of the important systems for civil aircraft, and fault prediction of BAS is necessary to improve aircraft safety and the operator's profit. A dual-stage two-phase attention-based encoder-decoder (DSTP-ED) prediction model is proposed for BAS normal state estimation. Unlike traditional ED networks, the DSTP-ED combines spatial and temporal attention to better capture the spatiotemporal relationships to achieve higher prediction accuracy. Five data-driven algorithms, autoregressive integrated moving average (ARIMA), support vector regression (SVR), long short-term memory (LSTM), ED, and DSTP-ED, are applied to build prediction models for BAS. The comparison experiments show that the DSTP-ED model outperforms the other four data-driven models. An exponentially weighted moving average (EWMA) control chart is used as the evaluation criterion for the BAS failure warning. An empirical study based on Quick Access Recorder (QAR) data from Airbus A320 series aircraft demonstrates that the proposed method can effectively predict failures. [ABSTRACT FROM AUTHOR]

The fire safety is a relevant problem in aircraft fuel tanks design. One of the most suitable solutions is based on the introduction of nitrogen, through distributed nozzles, to decrease the tank flammability. This is given by the nitrogen that pulls the oxygen outboard. There exist several models and solutions to describe the interaction of gasses in a fuel tank, nonetheless it is still missing to provide the compatibility conditions required to ensure an inerted ullage. Following this idea, the intention is to provide new results about the required conditions to ensure that the vented convection, given by the fuel tank venting system, does not impact the propagation of the nitrogen to construct an inerted airspace. We introduce some new flat solutions that complement those already existing in the literature. The flat solutions can be used to assess the time required to get an inerted fuel tank configuration in a direct way, representing a simplification on the calculation of the time-to-inert compared to that existing in the current literature. The analytical approaches are validated with real data extracted from a flight test campaign in an Airbus A320. We highlight that the obtained results fit quite exactly with the flight test data. [ABSTRACT FROM AUTHOR]

Rapid calculation of large-scale acoustic scattering from complex targets is the basis of many acoustic technologies. The key issue is to efficiently solve the dense and ill-conditioned linear equations caused by semi-analytical boundary collocation method. This article aims to establish a dual-level fast direct solver to replace the GMRES for solving such a large-scale dense linear system. The core idea of the dual-level fast direct solver is to construct a sparse approximate inverse matrix to indirectly approximate the solution of linear equations. The solution process consists of the smoothing process and the correction process. Therefore, the dual-level fast direct solver only needs to solve a small-scale coarse-mesh matrix and a series of small-scale least squares problems defined on fine mesh. The drawback that the GMRES cannot efficiently solve large-scale dense linear system is overcome. Several practical engineering problems are analyzed by the dual-level fast direct solver, such as the acoustic scattering from an A320 aircraft and acoustic scattering from a human head. [ABSTRACT FROM AUTHOR]

A quantitative index of hydroplaning risks is proposed based on the quick access record data of aircraft and the critical hydroplaning speed. The whole taxiing process is considered. A numerical model of aircraft⁃tire⁃wet⁃pavement during the landing phase is established for the fluid-structure coupling analysis. The influence of water distribution on the pavement surface and the transverse shift of landing position are discussed. Case study of Airbus A320 model is then carried out. Results show that the critical hydroplaning speed during the landing phase is 12%—18% lower than that during the take-off phase. The hydroplaning accident risk is assumed to be higher. The cross slope causes uneven distribution of the accumulated water film on the pavement. The hydroplaning risk near the runway edge is higher than that near the center line area. The critical hydroplaning speed and the hydroplaning risk index are functions of the abscissa of aircraft landing position. The probability of the hydroplaning risk decreases with the increase of the transverse standard deviation of lateral distribution of aircraft landing position under the same rainfall intensity conditions. The raise of the cross slope may promote the drainage capability of pavement，while the hydroplaning risk index under the case of 2.0% cross slope is reduced by 5.1%—5.6%，compared with that under the case of 1.5%. Rain intensity shows a positive correlation with the hydroplaning risk. The risk index is raised nearly 13.1% as the rainfall intensity increased from 0.8 mm/min to 2.5 mm/min. The analyzing procedure proposed in this paper may quantitatively describe the impact of aircraft landing environment variation. The criteria standard of hydroplaning condition can be notably improved. [ABSTRACT FROM AUTHOR]

With the development of aircraft flow under the existing airspace capacity now, the shortage of airspace resources and flight delays have become significantly severe. Therefore, building a safe and efficient mathematical model from quantitative analysis and improving the scientificity of route planning and management are essential propositions for future research on new navigation systems. Based on the traditional event collision risk assessment model, the collision module is upgraded to an ellipsoid according to the performance of aircraft, integrating the boundary curvature optimization characteristics of the TSRRT (task-space rapidly-exploring random trees) algorithm. An aircraft event lateral conflict resolution model based on the TSRRT algorithm is proposed. Taking the A320 aircraft and 737-800 aircraft as experimental subjects, the corresponding collision coefficients are imported into software tools for the simulation and the Kalman filtering is combined to verify the smoothness of the front and rear boundary curvatures. The result proves that the event side collision risk of aircraft based on TSRRT is 15% of the traditional event model and the smooth curvature error is reduced by 80% due to the improvement. Therefore, the improved event model is practical and valuable, providing a theoretical basis for future track-based operations. [ABSTRACT FROM AUTHOR]

Many airports with a high value to commercial air traffic have spatial or budgetary constraints which prevent the installation of a precision approach system. We previously designed a low-cost precision approach system which combines the advantages of both ground-based and satellite-based augmentation systems by using a converter between them in order to allow GAST-A approach types. We installed, operated, and flight-tested such a system at Kerkyra Airport using an A320 aircraft. During these, we recorded data from a commercial multimode receiver as well as GPS raw data in order to prove the feasibility of the system. Data were analyzed using the Pegasus toolset as well as a highly precise reference trajectory computed from postprocessed carrier phase data. The data recorded show excellent performance for approach guidance that is no different from that of the more expensive GPS landing system GLS and provides guidance in accordance with the localizer performance with vertical guidance standards. Our low-cost precision approach system can provide precision approach-like guidance to appropriately equipped transport aircraft. Kerkyra Airport is extremely limited in availability of usable surface area, such that conventional precision landing aids cannot be placed on airport property. The system provides the ground-based augmentation system approach service type A, a category defined in Annex 10 to the convention of Chicago. This category has not seen any operational use until now but offers an opportunity to provide precision approaches based on GLS where guidance down to a certain altitude will be sufficient. [ABSTRACT FROM AUTHOR]

Skid-resistance performance of a runway greatly influences aircraft landing safety. A wet runway significantly increases the incidence rates of aircraft overrun. To study the influence of the skid-resistance performance of a runway on aircraft landing, a co-simulation method is proposed. First, a finite element (FE) model of the local tire-water film-runway simulation is established to obtain the combination coefficient-slip ratio curve of a tire on a wet runway. Second, a global model of an Airbus A320 virtual prototype (VP) is created. Then, on the basis of fuzzy control theory, a two-dimensional (2D) fuzzy controller of the aircraft AB is established. The friction coefficient-slip ratio curve of the tire on the wet runway obtained in the local simulation is introduced into the full-scale hydroplaning simulation model of the aircraft. Finally, the global-local multiscale simulation method is used to analyze the skid-resistance behaviour of the aircraft on three types of runways. It is found that the increase of water film thickness of the pavement and the increase of the grounding speed cause the attenuation of the friction coefficient of a runway, finally causing the reduction of the deceleration rate of the aircraft and the increase of the braking distance. [ABSTRACT FROM AUTHOR]

Objective: This study examines whether the pilot flying's (PF) scanning behavior is affected by the absence of the pilot monitoring (PM) and aims at deriving implications for the design of single-pilot cockpits for commercial aviation. Background: Due to technological progress, a crew reduction from two-crew to single-pilot operations (SPO) might be feasible. This requires a redesign of the cockpit to support the pilot adequately, especially during high workload phases such as approach and landing. In these phases, the continuous scanning of flight parameters is of particular importance. Method: Experienced pilots flew various approach and landing scenarios with or without the support of the PM in a fixed-base Airbus A320 simulator. A within-subject design was used and eye-tracking data were collected to analyze scanning behavior. Results: The results confirm that the absence of the PM affects the PF's scanning behavior. Participants spent significantly more time scanning secondary instruments at the expense of primary instruments when flying alone. Moreover, the frequency of transitions between the cockpit instruments and the external view increased while mean dwell durations on the external view decreased. Conclusion: The findings suggest that the PM supports the PF to achieve efficient scanning behavior. Information should be presented differently in commercial SPO to compensate for the PM's absence and to avoid visual overload. Application: This research will help inform the design of commercial SPO flight decks providing adequate support for the pilot particularly in terms of efficient scanning behavior. [ABSTRACT FROM AUTHOR]

This study concerns a numerical investigation of new morphing concepts by means of high-fidelity simulation around a high-lift wing-flap system and a real scale Airbus A320 airplane. A new designed hybrid morphing flap is proposed based on cambering at high deformation amplitudes associated with trailing-edge flapping at an actuation frequency in the order of 300 Hz. The numerical results are obtained using the code NSMB (Navier–Stokes Multi-Block) with adapted turbulence modeling over a generated Chimera grid and dynamic grid deformations. Optimal shapes of the cambering are studied in respect of the aerodynamic performance increase based on a quasi-static approach with a parametric study of different angles of attack, Reynolds numbers and cambering positions in addition to the dynamic cambering effects. Hybrid morphing is then examined using an AIRBUS A320 airplane with morphing high-lift flaps. An increase of the aerodynamic performance is obtained using these novel designs compared to the baseline configuration. [ABSTRACT FROM AUTHOR]

The boarding efficiency is essential for all airlines due to potential competitive financial pressure. Therefore, the turnaround time needs to be cut down for a shorter boarding time. The paper devised a feasible boarding strategy which combines the management mode decision of passenger boarding with the intelligent deployment of the operation process and will be likely to improve the efficiency of the passenger travel chain. Among which, to decrease the boarding time is an effective method. Firstly, we proposed an improved outside-in strategy, which costs shorter boarding time based on the existing outside-in strategy. However, this method requires passengers to stand in queue in advance. Secondly, we put forward a deterministic queue-ordered boarding method to improve it. Finally, we simulated and applied the strategy to a narrow-body aircraft A320 and a wide-body A380, both representative for their type of airplanes. It turns out that this strategy performs better than the current widely used method and will be able to increase boarding efficiency and thus maximize the profits of airlines. [ABSTRACT FROM AUTHOR]

The design of electrical, mechanical and fluid systems on aircraft is becoming increasingly integrated with the aircraft structure definition process. An example is the aircraft fuel quantity indication (FQI) system, of which the design is strongly dependent on the tank geometry definition. Flexible FQI design methods are therefore desirable to swiftly assess system-level impact due to aircraft level changes. For this purpose, a genetic algorithm with a two-stage fitness assignment and FQI specific crossover procedure is proposed (FQI-GA). It can handle multiple measurement accuracy constraints, is coupled to a parametric definition of the wing tank geometry and is tested with two performance objectives. A range of crossover procedures of comparable node placement problems were tested for FQI-GA. Results show that the combinatorial nature of the probe architecture and accuracy constraints require a probe set selection mechanism before any crossover process. A case study, using approximated Airbus A320 requirements and tank geometry, is conducted and shows good agreement with the probe position results obtained with the FQI-GA. For the objectives of accessibility and probe mass, the Pareto front is linear, with little variation in mass. The case study confirms that the FQI-GA method can incorporate complex requirements and that designers can employ it to swiftly investigate FQI probe layouts and trade-offs. [ABSTRACT FROM AUTHOR]

Introduction: To develop a radiomic‐based model to predict pathological complete response (pCR) and outcome following neoadjuvant chemoradiotherapy (NACRT) in oesophageal cancer. Methods: We analysed 68 patients with oesophageal cancer treated with NACRT followed by esophagectomy, who had staging 18F‐fluorodeoxyglucose (18F‐FDG) positron emission tomography (PET) and computed tomography (CT) scans performed at our institution. An in‐house data‐chjmirocterization algorithm was used to extract 3D‐radiomic features from the segmented primary disease. Prediction models were constructed and internally validated. Composite feature, Fc = α * FPET + (1 − α) * FCT, 0 ≤ α ≤ 1, was constructed for each corresponding CT and PET feature. Loco‐regional control (LRC), recurrence‐free survival (RFS), metastasis‐free survival (MFS) and overall survival (OS) were estimated by Kaplan–Meier analysis, and compared using log‐rank test. Results: Median follow‐up was 59 months. pCR was achieved in 34 (50%) patients. Five‐year RFS, LRC, MFS and OS were 67.1%, 88.5%, 75.6% and 57.6%, respectively. Tumour Regression Grade (TRG) 0–1 indicative of complete response or minimal residual disease was significantly associated with improved 5‐year LRC [93.7% vs 71.8%; P = 0.020; HR 0.19, 95% CI 0.04–0.85]. Four sepjmirote pCR predictive models were built for CT alone, PET alone, CT+PET and composite. CT, PET and CT+PET models had AUC 0.73 ± 0.08, 0.66 ± 0.08 and 0.77 ± 0.07, respectively. The composite model resulted in an improvement of pCR predicting power with AUC 0.87 ± 0.06. Stratifying patients with a low versus high radiomic score showed clinically relevant improvement in 5‐year LRC favouring low‐score group (91.1% vs. 80%, 95% CI 0.09–1.77, P = 0.2). Conclusion: The composite CT/PET radiomics model was highly predictive of pCR following NACRT. Validation in larger data sets is warranted to determine whether the model can predict clinical outcomes. [ABSTRACT FROM AUTHOR]