Aviation Activities Research Articles

Policy approaches to public transport at airports—Some diverging evidence from the UK and Australia

The growth of aeronautical and non-aeronautical activities at airports not only creates capacity constraints but also has a substantial impact on the airport’s environmental footprint. This paper discusses the different approaches to ground access at airports in the UK and Australia. In the intensifying debate on how to address transport congestion and the related environmental degradation (i.e. CO2 emissions), public ground transport can be seen as a potential cornerstone in an airport’s effort to address the issue. It is hence unsurprising that a key element of the UK airport approach has been to promote a shift from the private car to more sustainable transport options for both passengers and employees. Surprisingly, Australia appears (despite its relative poor environmental performance) to focus much more on the expected growth of aviation activity and measures that will aid in addressing the resulting road congestion. In contrast to UK airports, Australian airports do not use environmental targets or educational measures in their ground access plans. Our findings and the lessons learned from the UK approach suggest that more sustainable ground transport strategies could aid Australian airports in reducing their transport congestion and resulting carbon footprint.

Features of the mechanism of administrative and legal regulation of the civil aviation

The article is devoted to research of features of mechanism of administrative and law regulations of civil aviation activity. The vision of author on this type of the branch regulations is also given through the norms of the Air Code of Ukraine.

POOR COMMUNICATION SKILLS MEANS HIGH RISK FOR AVIATION SAFETY

This article analyses different types of communication in the aviation environment. The research has a qualitative approach underlined by a documentary analysis of the reports issued by National Aviation Agencies. In the aviation field, communication is a complex system which consists in verbal, non-verbal, written, spoken and also the automatic communication. Communication can be a crucial factor to manage critical situations. According to the results, the lack of communication skills among all those individuals involved in the air operations contribute to the critical failures ocurred in most of the aviation accidents and incidents. Conclusions pointed out that: each set of aviation activities requires well-trained people in communication skills besides technical capacity; professionals should be put together as a task force team to work towards aviation safety; it is emergencial to implement Communication Skills Training; professionals trained in communication skills have better conditions to detect threats and communicate the need for support to manage risks and to implement actions as required by the philosophy of the Safety Management System.

Assessing the equity impact of the European Union Emission Trading Scheme on an African airline

The European Union Emission Trading Scheme (EU ETS) included aviation activity in 2012, with free emissions allowances being allocated to each airline. The EU ETS is a market-based measure, which the European Union has introduced for aiming at reducing emissions and meeting the targets specified under the Kyoto Protocol. One of the largest issues is equity. The first multinational emission trading scheme resulted in many regulatory issues and objections by a number of countries and airlines concerning its legality under the Chicago Convention. In addition, under the Kyoto Protocol, ratified countries have different responsibilities and roles based on whether they are Annex I or non-Annex I countries. Hence, this paper attempted to investigate the equity issues by measuring the impact of the EU ETS on an African airline compared to airlines in an Annex I country. The results of case study indicate that there are some differences in terms of equity between Annex I and non-Annex I carriers and their passengers. The instrument is proven to be cost-effective; however, the economic rationality arguments seem to be weak with respect to the volatility in individual behaviour and the vulnerability of non-Annex I carriers which is caused by competition with Annex-I carriers. A transparent distribution of revenue from the EU ETS could be one way of moderating the equity gap between carriers and passengers.

“We must learn from Germany”: gliders and model airplanes as tools for Japan’s mass mobilization

This article explores the prominent role of Germany in the emergence of Japan’s glider and model-aircraft boom. It examines how the invitation of German specialists to Japan in 1935 started a “glider fever” that enabled the Japanese military to forge close bonds with the press and an air-minded public. In the following years Nazi Germany also provided the organizational blueprint for comprehensive aviation education that mobilized all aviation activities of Japanese youth in the service of national defense. Japanese anxieties about the expansion of foreign air power thus were successfully channeled into a wave of popular enthusiasm and participation that became instrumental for Japan’s military buildup and mobilization.

Lack of International Uniformity in Assessing Color Vision Deficiency in Professional Pilots

Color is an important characteristic of the aviation environment. Pilots must rapidly and accurately differentiate and identify colors. The medical standards published by the International Civil Aviation Organization (ICAO) require that pilots have "the ability to perceive readily those colors the perception of which is necessary for the safe performance of duties." The general wording of that color vision (CV) standard, coupled with the associated flexibility provisions, allows for different approaches to the assessment of color vision deficient (CVD) pilots. Data was gathered and analyzed regarding medical assessment practices applied by different countries to CVD pilots. Data was obtained from 78 countries, representing 78% of the population and 92% of the aviation activity of the world. That data indicates wide variation in the medical assessment of CVD pilots. Countries use different tools and procedures for the testing of pilots, and also apply different result criteria to those tests. At one extreme an applicant making one error upon Ishihara 24-plate pseudoisochromatic plate (PIP) testing is declined a class 1 medical assessment, while at another extreme an applicant failing every color vision test required by the regulatory authority may be issued a medical assessment allowing commercial and airline copilot privileges. The medical assessment of CVD applicants is not performed consistently across the world. Factors that favor uniformity have been inadequate to encourage countries toward consistent medical assessment outcomes. This data is not consistent with the highest practicable degree of uniformity in medical assessment outcomes, and encourages aeromedical tourism.

10.5937/zrpfns48-5677 = Major problems of air traffic are inclusion of aviation in the European Union Carbon Emission Trading Scheme and noise protection

In 2008, aviation activity was included in the European Union Emissions Trading Scheme (EU ETS), imposing legal obligations on all airlines around the world, not just those in the European Union. Considering this scenario, the aim of the article is to reflect on the admissibility of the unilateral imposition of obligations justified by environmental concerns. Aircraft noise has been a sensitive issue for residents in areas near airports since jet aircraft became widely used in the 1960s and 1970s. This has led governments and industry to seek constant improvement in the level of noise generated by individual aircraft, notably by reaching agreement at global level (ICAO) on the introduction of increasingly stringent standards.

SAFETY OF AVIATION IN GLOBAL CONTEXT OF THE WORLD AIR TRANSPORT DEVELOPMENT

Increasing of civil aviation safety level is one of principal objectives of world air transport development. Present research paper discusses modern trends of civil aviation activity. Special attention is paid to efficiency, safety and security of the global air transport system

A inclusão da aviação no esquema europeu de comércio de carbono

Em 2008, a atividade da aviação foi incluída no Esquema Europeu de Comércio de Emissões de Carbono (EU ETS), impondo obrigações legais a companhias aéreas do mundo, e não apenas da União Europeia. Considerando o referido cenário, busca-se refletir sobre a imposição unilateral de obrigações justificadas com base em preocupações ambientais. Nesse contexto, ganha importância o estudo da disputa judicial travada por empresas aéreas norte americanas em relação à inclusão da aviação no EU ETS. O recorte da abordagem por meio de um estudo de caso justifica-se por permitir extrair avaliações sobre os reflexos do litígio específico nas relações internacionais. Observa-se que a relutância das companhias aéreas e de outros Estados fortalece a compreensão de liderança da União Europeia em relação ao tema das mudanças climáticas.

The outlook for airport finance: How forecasting techniques can adapt to reflect changeable market conditions

The world remains in a phase of prolonged uncertainty, which causes particular problems for airport managers, investors and lenders as they look to develop business plans and models that are robust and credible. The often long lead times to plan and develop infrastructure capacity and the increasing diversity of airline service in the market demand a clear view of the future market and traffic. Underlying aviation activity and its growth over time, in turn, will affect virtually every part of an airport business plan. There remain many different approaches to forecasting and it may be difficult to demonstrate that any one is more valid than others at predicting the future; however, lessons from the past few years suggest that there is an increasing need both to consider risk explicitly and to understand the key drivers that will influence demand. While it is ultimately for the airport manager, investor or lender to judge the level of risk they wish to assume in business planning, enhancing the transparency of the forecasting process can allow for a more considered view of the implications. This in turn provides the basis for more informed judgment in decision making, balancing out the risks and opportunities to develop business plans that can better adapt to changing market conditions. This paper looks to outline some of the current global market trends and considers ways in which demand forecasting techniques can respond to enhance the overall business planning process. In looking at this challenge, three specific issues can be identified which need to be addressed: (1) What is the current outlook in demand for air travel? (2) What are the key issues which forecasting needs to consider? (3) How do we best manage the risks inherent in any future forecast?

The work of the Committee on Aviation Environmental Protection and the Development of International Noise Standards

Environmental Protection is one of the Strategic Objectives of ICAO. The overall aim is to minimize the adverse environmental effects of global civil aviation activity. One of the key objectives is to establish noise Standards to limit and reduce the number of people affected by aircraft noise. This mandate is carried out by the Committee on Aviation Environmental Protection (CAEP), which, as a technical committee of the ICAO Council, is a recognized international forum of environmental experts from both member and observer States, intergovernmental organizations, including airlines, aircraft and engine manufacturers, airports, environmental non-governmental organizations, and UN bodies. ICAO has set International Standards for aircraft noise certification since the 1970s, and the purpose of this talk is to describe the process of developing these Standards while providing some details on recent developments, including the key outcomes of three years’ worth of research leading up to the ninth meeting of the CAEP.

Carbon emission allocation methods for the aviation sector

The European Union Directive 2008/101/EC to include aviation activities in its Emissions Trading Scheme by 2012 has met with mixed reactions. Any permit allocation method must be relatively easy to understand, implement and low in administration costs. The proposed method of allocation however does not favor energy efficient aircraft operators and may undermine efforts to restrict growth of emissions from the aviation sector. This study proposes an alternative permit allocation method which favors energy efficient aircraft operators and avoids excessive over competition. It tests the outcomes through experiments. The experiments are built on the Cournot model designed to simulate the aviation industry under the EU and Augmented EU emissions trading schemes. Results suggest higher profits for airlines but at the expense of higher operating costs. The higher profits are primarily the result of higher revenues.

Air Transport Association of America V. Secretary of State for Energy and Climate Change

In a landmark decision, on December 21, 2011, the Court of Justice upheld the extension to international aviation activities of the greenhouse gas emissions trading scheme (ETS) of the European Union (Union or EU) against a challenge that it violates several treaties and principles of customary international law. In addition to its broader significance in the context of global versus unilateral approaches to tackling climate change, and its related role in fueling a major international trade dispute, the ruling pronounces on important aspects of international aviation law and clarifies the principles governing conformity of EU internal legislation with international law.

Carbon Estimation and Offsets for U.S. University Aviation Programs

Aviation activities produce carbon. The International Civil Aviation Organization has included a carbon calculator on its website as a way to estimate a passenger’s carbon footprint. United Airlines, Delta Airlines and British Airways are three airlines that offer customers ways to offset the carbon emissions generated by their air travel. University flight programs also generate carbon emissions. While not required in the United States at this time, forward-thinking companies and universities are looking for ways to reduce their carbon footprint by reducing or offsetting emissions created by combustion of fuels. This paper discusses aviation fuel emissions, examines the carbon footprint of a university flight program, identifies ways to offset the carbon, and explores the use of trees to offset the carbon generated by flight operations. In addition, this paper presents a methodology for estimating the carbon footprint for the fuel used in a university flight training program and for estimating the number of trees to offset aviation emissions.

Calculation of HC, CO and NO<SUB align="right">x from civil aviation in Turkey in 2012

To meet the growing demand for air transport, airline companies doubled their aircraft numbers in Turkey, where civil aviation activities have shown great development in recent years. This increase in aircraft numbers resulted in an emission problem. Considering its impact on regional air quality, the growing emission amounts are at a non-negligible level. We especially take the busiest airports in Turkey into account, as these airports are generally located in widely populated areas. In this study, HC, CO, and NOx emission during the LTO for the selected five busiest airports were calculated by taking the 2012 domestic data of: 1) the General Directorate of State Airports Authority in Turkey; 2) EUROCONTROL’s average taxi time; 3) emission factors of ICAO engine datasheets. The calculated emission amounts are 215 tons/year, 1,483 tons/year, 1,417 tons/year, HC, CO, NOx respectively and the biggest emission factor is found to be as CO. Among the airports, Istanbul Ataturk Airport has the biggest polluting emission ratio.

Simulation of the global contrail radiative forcing: A sensitivity analysis

The contrail radiative forcing induced by human aviation activity is one of the most uncertain contributions to climate forcing. An accurate estimation of global contrail radiative forcing is imperative, and the modeling approach is an effective and prominent method to investigate the sensitivity of contrail forcing to various potential factors. We use a simple offline model framework that is particularly useful for sensitivity studies. The most‐up‐to‐date Community Atmospheric Model version 5 (CAM5) is employed to simulate the atmosphere and cloud conditions during the year 2006. With updated natural cirrus and additional contrail optical property parameterizations, the RRTMG Model (RRTM‐GCM application) is used to simulate the global contrail radiative forcing. Global contrail coverage and optical depth derived from the literature for the year 2002 is used. The 2006 global annual averaged contrail net (shortwave + longwave) radiative forcing is estimated to be 11.3 mW m−2. Regional contrail radiative forcing over dense air traffic areas can be more than ten times stronger than the global average. A series of sensitivity tests are implemented and show that contrail particle effective size, contrail layer height, the model cloud overlap assumption, and contrail optical properties are among the most important factors. The difference between the contrail forcing under all and clear skies is also shown.

Preliminary Development of Electric Motorcycle Engine for Sport Aviation Vehicles

Flying activities of sport aviation vehicles normally use Internal Combustion Engines (ICE) for their powerplant, which emits Carbon Dioxide (CO2) and also produces noise. Environmental issues regarding harmful gas emission and noise may restrict the sport aviation activities and resulting in reduction of interest in flying as a sport activity. The feasible solution for this issue is by replacing the Internal Combustion Engines (ICE) with Electric Engines on all sport flying vehicles. The Modenas CTric Electric Engines was tested to measure the parameters required by comparable Internal Combustion Engine used by sport aviation flyers. Other parameters; engine endurance, temperature and performance, were also tested. The bench test was conducted using specially design test rig. The results show that there is a possibility for the Modenas CTric Motorcycles Electric Engine used as an alternate source of powerplant for paramotors and microlight aircraft. However, there is penalty on the vehicle payloads due to weight of the battery. Lighter battery technology integration is to be developed to reduce the weight of the flight vehicles. This study serves as a platform for further work in electric engine technology for commercial aircraft application. Availability of green engine (no emission and noise output) will generate more interest in sport aviation activities and prepare for the future commercial Electric Engine aircraft application.

BETWEEN SPLENDID ISOLATION AND TENTATIVE IMPERIALISM: THE EU'S EXTENSION OF ITS EMISSION TRADING SCHEME TO INTERNATIONAL AVIATION AND THE ECJ'S JUDGMENT IN THE ATA CASE

For the last 15 years the European Union (EU) has been particularly active, both internally and internationally, in the fight against global warming, and it is determined to continue to play a global leadership role in this strategic issue. Among the various market-based measures decided upon, the Emission Trading Scheme (ETS) for energy-intensive industrial sectors has been rightly described as the ‘flagship of the EU climate policy’.1 Even before proceeding to a general overhauling of Directive 2003/87 in the framework of the 2009 Climate and Energy package, the EU had decided to modify the Directive by including aviation activities in the ETS. Directive 2008/1012 provides that all flights from whichever aircraft operator taking off from or landing in the EU territory will be subjected to the ETS from 1 January 2012. For the year 2012 97 per cent of all emissions allowances will be freely assigned, from 2013 the amount will decrease to 95 per cent, whereas 15 per cent of all allowances will be auctioned. In reality the percentage of free allowances is much lower, about 60 per cent, because it takes as parameter the historical aviation emissions of the years 2004–06, when the air traffic was 40 per cent lower than it is now. The idea underlying the Directive is that aircraft operators will either purchase the necessary allowances in the market or will try to reduce their emissions by using bio-fuels (or else reducing the number of flights), with the second option becoming more economically attractive over time.

기후변화 협약 이행관련 국내.외 항공정책에 관한 연구

The United Nations (UN) has tried to make international agreement to restrict artificial greenhouse gas emissions and the UN has concluded the UN Framework Convention Climate Change (UNFCCC) and the Kyoto protocol. Moreover, in 2012, the European Union announced that they will enforce the Directive 2008/101/EC. Therefore, after 2012, aircraft carriers that depart or arrive from EU will follow that regulation. For these reasons, Korea should prepare systematic and effective policy to reduce greenhouse gas emission from aviation activities. The purpose of this study is to find out effective measures to reduce greenhouse gas emission from aviation activities through research by countries all over the world. Here are the 4 measures to reduce greenhouse gas emission from Aviation activities that were found through research UK and Japan's policies. First, Korea should implement aggressive incentive policies. Providing proper incentive can attract voluntary participation of aircraft carriers to reduce greenhouse gas emission. Second, the government should adopt environmental tax on use of fossil fuels. Third, Korea should adopt the greenhouse gas Emissions Trading Scheme (ETS). Lastly, the Korea government should pull in with the international community to establish world-wide environmental policies.

The Court of Justice of the European Union: Air Transport Association of America (Ata) et al. v. Secretary of State for Energy & Climate Change

On December 21, 2011, the Court of Justice of the European Union (‘‘ECJ’’) issued a long-awaited judgment in a reference for preliminary ruling in proceedings brought by the Air Transport Association of America, American Airlines, Inc., Continental Airlines, Inc., and United Airlines, Inc. (‘‘ATA and others’’) against the Secretary of State for Energy and Climate Change of the United Kingdom of Great Britain and Northern Ireland. The judgment intends to clarify the highly contentious issue of whether the application of the EU Emissions Trading Scheme (‘‘EU ETS’’) to aviation activities under the Directive 2008/101/EC is compatible with international law, and whether it violates the sovereignty of other states or the freedom of the high seas.