Civil Aviation Research Articles

Problems and Solutions of the Aviation Industry in the Post-epidemic Era

Three years after the outbreak, the year 2023 has officially entered the post-epidemic era. The aviation industry, which was severely hit by the epidemic, is gradually recovering. This article describes the current situation of the aviation industry after the epidemic, taking the Civil Aviation of China (CAAC) as the subject of the study, and analyses the problems it faces: the number of international flights has been slow to recover and unable to meet market demand; the financial crisis has been highlighted due to severe losses; supply chain shortages have prevented the timely delivery of aircraft; and the rapid increase in environmental pollution has led to a serious decarbonization situation. Potential solutions were also proposed for these four problems. These include increasing the number of flights through government consultation and communication, increasing revenue streams and reducing unnecessary spending to tide over the financial crisis, achieving supply chain resilience to avoid the obstacles posed by supply chain shortages, and developing new sustainable technologies for aviation to reduce air pollution.

Linguistic peculiarities of English civil aviation texts

Linguistic peculiarities of English civil aviation texts

A regional One Health approach to the risk of invasion by Anopheles stephensi in Mauritius.

Anopheles stephensi is an invasive malaria vector in Africa that threatens to put an additional 126 million people at risk of malaria if it continues to spread. The island nation of Mauritius is highly connected to Asia and Africa and is at risk of introduction due to this connectivity. For early detection of An. stephensi, the Vector Biology and Control Division under the Ministry of Health in Mauritius, leveraged a well-established Aedes program, as An. stephensi is known to share Aedes habitats. These efforts triggered multisectoral coordination and cascading benefits of integrated vector and One Health approaches. Beginning June 2021, entomological surveys were conducted at points of entry (seaport, airport) and on ships transporting livestock in collaboration with the Civil Aviation Department, the Mauritian Port Authority and National Veterinary Services. A total of 18, 39, 723 mosquito larval surveys were respectively conducted in the airport, seaport, and other localities in Mauritius while two, 20, and 26 adult mosquito surveys were respectively conducted in the airport, seaport, and twenty-six animal assembly points. Alongside adult mosquito surveys, surveillance of vectors of veterinary importance (e.g.- Culicoides spp.) was also carried out in collaboration with National Parks and Conservation Service and land owners. A total of 8,428 adult mosquitoes were collected and 1,844 larval habitats were positive for mosquitoes. All collected mosquitoes were morphologically identified and 151 Anopheles and 339 Aedes mosquitoes were also molecularly characterized. Mosquito species detected were Aedes albopictus, Anopheles arabiensis, An. coustani, An. merus, Culex quinquefasciatus, Cx. thalassius and Lutzia tigripes. Anopheles stephensi was not detected. The One Health approach was shared with the French Agricultural Research Centre for International Development (CIRAD), strengthening collaboration between Mauritius and Réunion Island on vector surveillance at entry points and insecticide resistance monitoring. The Indian Ocean Commission (IOC) was also alerted to the risk of An. stephensi, leading to regional efforts supporting trainings and development of a response strategy to An. stephensi bringing together stakeholders from Comoros, Madagascar, Mauritius, Réunion Island and Seychelles. Mauritius is a model system showing how existing public health entomology capabilities can be used to enhance vector surveillance and control and create multisectoral networks to respond to any emerging public and veterinary health vector-borne disease threat.

Teaching Design and Practice of Specialized Korean Language Course Based on POA Teaching Theory-Taking “Basic Korean for Civil Aviation Service” Course as an Example

Teaching Design and Practice of Specialized Korean Language Course Based on POA Teaching Theory-Taking “Basic Korean for Civil Aviation Service” Course as an Example

Development of an algorithm for the transition of civil aviation to ecologically clean aviation fuel

The object of the study is the process of decarbonization of civil aviation by switching to environmentally friendly fuels, which is relevant for the majority of countries in the world seeking to reduce the carbon footprint of air transport. The study uses methods that comply with international standards, which allowed to draw conclusions applicable in a global context. Due to their features and characteristics, the results of the study made it possible to form a clear idea of the global industry program to reduce and offset carbon emissions, as well as to establish the level of readiness of the civil aviation of the Republic of Kazakhstan and related industries to switch to alternative types of aviation fuel. The constructed mathematical models of the dependence of the efficiency indicator Y (carbon footprint level) on a set of factor features Xi and made it possible to prove the presence of multicollinearity in the array of mutually independent factors affecting the efficiency indicator Y, as well as to prioritize them based on the strength of their influence on the size of the carbon footprint of air transportation. It is emphasized that the process of switching aviation to bio- and synthetic aviation fuel is complicated by the lack of a Strategy and related documents on the implementation of activities related to the transition of aviation to new generation fuels. The key points of constructing the algorithm for the transition of civil aviation to environmentally friendly fuel have been identified, which ensured the construction of its simulation model. The practical application of the proposed algorithm for the transition of civil aviation to new-generation fuel should become the fundamental basis for the formation of the country's Roadmap for the transition of aviation to SAF and LCAF

Proceedings: Sixth International Futures of Aviation Medicine Symposium

In June 2024, leaders in aviation medicine from across the United States, Canada, and Europe met for the sixth Leonardo Helicopters/Association of Critical Care Transport: The Path to High Reliability Futures of Aviation Medicine Symposium in Miami, FL. The symposia, now held every few years, grew from the 2003 Air Medical Leadership Congress: Setting the Healthcare Agenda for the Air Medical Community. The meetings’ goal is to gather leaders to distill, debate, and synthesize the state of the science while identifying, refining, and outlining conditions facilitating favorable evolution in civilian aviation medicine. Structured as thematic panel presentations followed by interactive all-attendee roundtable discussions, the gatherings build and expand an international network of thought leaders and proven doers. Meeting attendees have a common goal—accelerating learning and practice among early and developed systems moving toward a shared worldwide agenda for the future of aviation transport medicine.

DFMC SBAS service performance analysis of multi-GNSS based on BDS-3 in different regions

Abstract The dual-frequency multi-constellation satellite-based augmentation system (DFMC SBAS) plays a crucial role in many fields, such as civil aviation and other safety-critical applications. To analyze the performance of the third generation of the BeiDou navigation satellite system (BDS-3) dual-frequency SBAS services in global major regions and the enhancement of navigation service performance by multi-Global Navigation Satellite System DFMC SBAS, four schemes are designed to conduct experiments using user end positioning in China (CHN), Europe (EUR), and Australia (AUS), and the results are analyzed under Approach with Vertical guidance I (APV-I) and Category I Precision Approach (CAT-I). In terms of the number of enhanced satellites, user range error, positioning accuracy, and DFMC SBAS service integrity, the results show that the positioning performances of the BDS-3 DFMC SBAS in the horizontal and vertical directions are 0.60 and 1.12 m for the CHN region, 0.87 and 1.39 m for the EUR region, and 0.64 and 1.11 m for the AUS region. In the CHN and AUS regions, the horizontal and vertical accuracies are comparable and better than those in the EUR region. Under the APV-I performance index, except for stations at the edge of the service range in the CHN and AUS regions, the availability and continuity of all stations were 100% and over 99% in the EUR region. The BDS-3 + Galileo + GPS DFMC SBAS service can significantly improve the positioning accuracy compared to a single constellation. Under the APV-I performance index, the availability and continuity of all stations in the three regions reached 100%, which also satisfied the minimum requirement of CAT-I service availability (99%).

Analyzing India's National Civil Aviation Policy and Global Trends in Contemporary Civil Aviation Policies

The expansion of the Indian economy is expected to extend to remote regions, and while market-driven processes are ideal for regional air connectivity, there is recognition of the valuable role of public policy in this endeavor. The UDAN Scheme follows a market-oriented approach where operators assess demand, propose routes, and navigate variables like traffic rights, slot allocation, regulatory restrictions, and infrastructure limitations. Global airline industry deregulation has introduced healthy competition, enhancing efficiency and service quality, leading to increased passenger traffic. Studies have highlighted the constructive impact of improved air connectivity on the economic development of regions. Efficient airports are vital economic catalysts, but research suggests that some regional airports operate inefficiently, missing opportunities for profitability. Government subsidies and policies for enhancing regional and remote air connectivity are common practices worldwide, with schemes like EAS in the United State and PSO in Europe bridging the accessibility gap. Research is crucial to understand policy effects on air connectivity and identify factors that improve outcomes. Route dispersal guidelines, such as those in India, can create financial redistribution between route categories, affecting airlines' profitability and serving state capitals over remote regions. Policymakers must find effective ways to enhance air transport to underserved areas where market dynamics might not naturally establish viable transportation links. In summary, this study emphasizes the importance of government-supported policies like UDAN and the role of market-oriented approaches in promoting regional air connectivity. It underlines the need for research to assess policy impacts and identifies the challenges and opportunities in enhancing air connectivity to remote and underserved regions.

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

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

Exploring emission spatiotemporal pattern and potential reduction capacity in China's aviation sector: Flight trajectory optimization perspective

China's rapid expansion of civil aviation has led to an increase in pollution-related issues, causing adverse health effects on populations near airports and downwind. Accurately quantifying aviation emissions is essential for effective emission management. Here, we developed a high-resolution aviation emissions inventory for China by employing a bottom-up approach that relied on daily flight schedules. By using the Aeronautical Information Publication (AIP) to reproduce real-world flight routes rather than conventional great-circle routes, we improved the accuracy of emissions and investigated the potential for reducing these emissions. Our findings demonstrated substantial variations in domestic civil aviation emissions both spatially and temporally. Emissions peaked in most provinces during Chinese holidays, particularly the Chinese Lunar New Year and summer holidays, highlighting the importance of detailed activity data for accurate emissions calculations. Therefore, we recommend extensive utilization of real-world flight routes, particularly in areas with limited Automatic Dependent Surveillance-Broadcast (ADS-B) coverage since they provide more accurate representations of actual flight trajectories. Our study also identified regions like Shaanxi, Sichuan, Beijing, and their surroundings having considerable potential for emission reduction due to substantial deviations from great-circle routes. This approach can enhance the accuracy and spatiotemporal resolution of aviation emissions at national and global scales throughout the year, without relying on extensive, long-term real-time flight trajectories. Additionally, it provides a unique way to quantify the potential for emission reductions across provinces in civil aviation, ultimately contributing to mitigating pollution-related health impacts from aviation emissions and promoting a more sustainable aviation industry.

The Significance of Service Etiquette Training on the Career Development of Contemporary Chinese Civil Aviation Students

The Significance of Service Etiquette Training on the Career Development of Contemporary Chinese Civil Aviation Students

A dynamic decision-making approach for cabin unlawful interference emergency disposal using dynamic Bayesian network

Disposal of unlawful interference incidents is essential for is crucial for the advancement of aviation security. Effective emergency disposal requires a comprehensive approach that includes the perspectives of airlines, airports, and passengers. In this context, each component of the disposal process can fail randomly. The objective of this research is to optimize emergency disposal decisions to enhance the efficiency of civil aviation operations, reduce accidents, and lower costs. Given the dynamic complexity of unlawful interference incidents, a dynamic fault tree consisting of 26 nodes was constructed to analyze the emergency disposal process. To explore the relationships and priorities of each event, the Dynamic Fault Tree is converted into a dynamic Bayesian network. Based on historical statistical data, simulation analysis is conducted in three aspects: posterior probability, sensitivity, and importance. Simulation results reveal that the top three critical nodes in cabin unlawful interference incidents are “structural damage to the cabin,” “inadequate training by airlines,” and “untimely airport police takeover of disruptive passengers.” Further analysis shows that (1) most of the critical nodes are associated with airlines. (2) The decision-making rationale and pathways of the critical nodes can be clearly observed and prioritized. (3) Besides airlines, other entities such as airports can implement targeted emergency disposal measures. Through quantitative analysis and simulation, this study provides decision-making guidance for participating groups on dynamic emergency disposal, thereby enhancing civil aviation security.

Airports in Turkey: efficiency limits and the role of technological change

PurposeThis paper aims to present an example of the measurement of airport efficiency, a topic of great interest in civil aviation today. The methodology used is data envelopment analysis (DEA) and the Malmquist Index. The calculation of airport efficiency with up-to-date data for each period is of great importance in the context of sustainability. The study selected ten airports with high air traffic in Turkey as the sample set. The objective of this study is to evaluate the current state of airport efficiency, identify the sources of inefficiency and make appropriate policy recommendations based on the findings obtained.Design/methodology/approachThe study is based on DEA and Malmquist Index Analysis. The number of personnel and terminal size data of ten selected decision-making units (DMU) are used as inputs, while passenger, cargo and aircraft traffic data are used as outputs. A five-year period, spanning from 2018 to 2022, is considered as the data set in the study.FindingsUpon analysis of the data from the ten airports included in the study, it was found that the current input-output combination yielded efficient results, with the exception of certain characteristics, such as the impact of seasonal conditions or tourism. Concurrent with the growth in aircraft, passenger and freight traffic, the number of personnel employed at these airports has also increased. It was concluded that technological efficiency is of paramount importance for each airport, and that investments in technology should be increased.Practical implicationsA separate assessment was conducted for each of the ten airports included in the study sample. Each airport was evaluated in terms of its strengths and weaknesses, and areas of low efficiency were identified. Consequently, more general conclusions were reached than airport-specific evaluations.Originality/valueIn order to ensure the long-term sustainability of the sector, it is essential that the efficiency measurements of airports are calculated using up-to-date data on a regular basis. The results obtained from these calculations provide guidance for the strategic plans to be implemented in the long term, as well as for the solution proposals for operational problems. In this context, this study not only provides information to policymakers and airport managers about the current situation, as it includes recent data, but also contributes to the literature in this sense, as it includes policy recommendations.

Airport time profile construction driven by flight delay prediction

Slot structure is the equilibrium result of market demand side and slot resource supply side, while slot parameters reflect the operational support capacity of the aviation system. Time parameters reflect the operational support capability of the aviation system. Time structure should not only reflect changes in market demand, but also meet the constraints of operational efficiency. Constructing a reasonable 18–24 h timetable profile for busy airports that meets normal expectations for declared capacity and seasonal scheduling is a challenge in civil aviation slot management. This study utilizes historical data on airport flights and weather conditions to establish a regression prediction model for the time structure using K-means clustering and partial least squares regression. Additionally, ensemble learning is employed to forecast flight delay levels. The findings demonstrate that random forest yields favorable results in regression and prediction tasks, allowing for the integration of upper (good weather) and lower (severse weather) limits of the time profile with delay predictions as time parameter intervals. Consequently, the flights falling within these intervals achieve an average delay level of less than 15 min which meets the expectations of normal flight.

Adaptive Navigation Performance Evaluation Method for Civil Aircraft Navigation Systems with Unknown Time-Varying Sensor Noise.

During civil aviation flights, the aircraft needs to accurately monitor the real-time navigation capability and determine whether the onboard navigation system performance meets the required navigation performance (RNP). The airborne flight management system (FMS) uses actual navigation performance (ANP) to quantitatively calculate the uncertainty of aircraft position estimation, and its evaluation accuracy is highly dependent on the position estimation covariance matrix (PECM) provided by the airborne integrated navigation system. This paper proposed an adaptive PECM estimation method based on variational Bayes (VB) to solve the problem of ANP misevaluation, which is caused by the traditional simple ANP model failing to accurately estimate PECM under unknown time-varying noise. Combined with the 3D ANP model proposed in this paper, the accuracy of ANP evaluation can be significantly improved. This enhancement contributes to ensured navigation integrity and operational safety during civil flight.

Is Declined Cognitive Function Predictive for Fatal Accidents Involving Aging Pilots?

Background. Civil aviation comprises airlines/charters and general aviation (GA). Currently, airlines are experiencing a pilot shortage, partly reflecting scheduled retirements mandatory for airline (but not GA) pilots aged 65 years, fueling a debate as to whether the retirement age should be increased. Herein, using 16–40 years-of-age aviators as a reference, we determined whether GA pilots aged 60+ years (i) incurred an elevated accident rate, employing, for the first time, age-tiered flight time as a measure of risk exposure and (ii) carried an excess risk for cognitive deficiency-related fatal accidents. Methods. Airplane accidents (2002–2016) involving Class 3 medical certificated pilots were per the National Transportation Safety Board (NTSB) databases. Age-tiered pilot risk exposure represented a summation of flight hours per Class 3 medical applications. Cognitive decline measures were per NTSB field codes. Statistical analyses employed Chi-Square, Mann–Whitney, logistic regression, and binomial tests. Results. Using flight hours as the denominator, the fatal accident rate for older pilots (41–80 years) was unchanged compared with aviators aged 16–40 years. In the logistic regression, no cognitive deficiency measure was predictive (p = 0.11, p = 0.15) for pilots aged 61+ years who were involved in fatal accidents. Conclusion. These findings question the necessity of an automatic disqualification of air transport pilots at 65 years of age.

Resource reallocation across successive systemic innovations: How Rolls‐Royce shaped the evolution of the turbojet, turboprop, and turbofan

AbstractResearch SummaryDespite the importance of resource reallocation in shaping a variety of strategic outcomes, strategy scholars have paid only limited attention to the processes by which firms reallocate their resources across successive systemic innovations. To explore these processes, we conducted an in‐depth historical case study on Rolls‐Royce's role in three distinct systemic innovations that marked the transition from piston engines to jet engines in the civil aviation industry: the turbojet, the turboprop, and the turbofan. The analysis helps explain how and why Rolls‐Royce's central role stemmed from its ability to reallocate existing non‐scale free organizational and technical resources. A key finding of this study is the identification of the horizontal transfer of functional modules as a critical process, especially during the incipient phase of a systemic innovation. The analysis also highlights the role that specific organizational arrangements, particularly a firm's integrative capabilities, have in shaping the effectiveness with which resources are reallocated.Managerial SummaryFocusing on resource reallocation is important to understand why some firms effectively reallocate their resources through successive systemic innovations while others cannot, even if they have similar resources and face the same environmental conditions. By delving into the technological aspects of aeroengine development and exploring why Rolls‐Royce had the capabilities to successfully integrate key functional modules across various modular levels, we clarify the relationship between technology and organization that underlies resource reallocation—a topic that has received only scant attention in the strategy literature.

THE LEGAL CONCERNS OF THE SETTLEMENT DISPUTES BY THE COUNCIL ON THE INTERNATIONAL CIVIL AVIATION ORGANIZATION

Background: The International Civil Aviation Organization (ICAO) is a “Club” of sovereign States. ICAO is a specialised United Nations agency (UN) with 193 Member States. If a dispute between these States and the diplomatic channels does not find a mutual solution, disagreement arises; however, the ICAO Council has an essential function in settling disputes. This settlement procedure is structured under the Chicago Convention (1944), the Rules for the Settlement of Differences (1957) and the Rules of Procedure for the Council (1969). However, Member States do not welcome these provisions, demonstrated by the scarcity of dispute settlement procedures before the ICAO Council in the last 80 years. This article introduces these legal disputes and looks for justifications based on the nature of the cases. The Council is a unique permanent body within ICAO. Although ICAO in the former century became rather a political (diplomatic) body upon its foundation, that is why the absence of successfully concluded dispute resolutions is a legal viewpoint that is more than interesting. This research paper reveals examples of the lack of effectiveness of the ICAO Council’s dispute settlement, focusing on the nature of the State’s interests and the outcomes of the procedure, furthermore, the role in these disputes in front of the International Court of Justice (ICJ) or arbitration. Methods: This article focuses on understanding and analysing the historical context, international cooperation and diplomacy, and the regulatory landscape of dispute resolutions and settlements. The search was based on databases, academic journals, and official publications from aviation authorities and organisations such as ICAO. The research utilised qualitative and quantitative methods based on empirical observations and examinations (document analysis and case studies). Results and conclusions: The ICAO Council has rule-making, judicial and administrative functions. It is a quasi-judicial body, and its President has the authority to settle disputes among the contracting States. However, if we look at the history, in the last 80 years, only 10 cases were handled by the ICAO Council. The main reason for the lack of ICAO Council dispute settlement decisions is the growing diplomatic (political) function of the ICAO Council. Aviation is a crucial commercial activity for every State, meaning the aviation industry is determined by political interests and decisions. Such political interests and subtle international relations often prevent States from submitting themselves to binding legal procedures. Another reason for fewer disputes before the ICAO Council is the need for more provisions and rules to support transparent and legally binding decisions. The current rules are neither appropriate nor comprehensive enough and cannot be executed in the same manner as court decisions. In addition, the ICAO Council’s decision can be appealed to non-ICAO bodies such as the International Court of Justice. Therefore, it is highly recommended that the whole processual mechanism be revised or that a new, dedicated judicial body with clear legal status, jurisdiction, and competence for dispute resolutions be created.

Extension in the Airspace of Pakistan – Based on Lack of Harmony Between UNCLOS And ICAO Convention Regarding Distribution of Airspace Over EEZ

This article is -written with a focus on the extension of the airspace of Pakistan from the existing dimension to the extent of the exclusive economic zone which was initially 200NM but now extended to 350NM since 2015 (National Institute of Oceanography Pakistan, n.d.). The stated objective is based on the following agenda points which are further elaborated on in this article: 1) The lack of harmony between the United Nations Convention on the Laws of Sea (UNCLOS) and the provisions of the Convention on International Civil Aviation (Article-12 and Annex-11 of the ICAO Convention) regarding the airspace distribution over Exclusive Economic Zones (EEZ). 2) It is a vested right of the coastal state to regulate the airspace over its EEZ, and if not, then at least all the economic benefits should belong to the coastal state. 3) The difficulties and threats faced by coastal states if they are not provided with the opportunity to regulate their airspace over the EEZ. Based on the stated agenda and the discussion therein, the following results or outcomes are expected:1) The airspace over EEZ could be defined in a more harmonized way in line with all the international laws/bodies for which necessary amendments should be made in the UNCLOS, Article-12 and Annex-11 of the ICAO Convention. 2) Affected countries can approach ICAO through concerned departments/authorities / ANPs either for extension and adjustment of their airspaces over their EEZ or for the acquisition of financial benefits i.e. aeronautical charges or air navigation charges being earned from the airspace over their EEZ.

Safety evaluation of human-caused errors in civil aviation based on analytic hierarchy process and fuzzy comprehensive evaluation method

PurposeAt present, the statistics of human error events in domestic civil aviation are limited, and the analysis indicators are difficult to quantify. The purpose of this study is to reduce the incidence of human error events and improve the safety of civil aviation.Design/methodology/approachIn this paper, a safety prevention evaluation method combining analytic hierarchy process (AHP) and fuzzy comprehensive evaluation (FCE) is proposed. The risk factors of civil aviation safety are identified through questionnaire survey and calculated by MATLAB software.FindingsThe results of the study are as follows: a safety risk evaluation index system including 4 first-level indicators and 16 second-level indicators is constructed; the AHP is used to calculate the weight of the influencing factors of human error and sort them; and the FCE method is used to quantitatively evaluate the safety prevention of civil aviation human error and put forward the countermeasures.Research limitations/implicationsThis study also has some limitations. While it provides an overall quantitative identification of civil aviation safety risk factors, the research methods chosen, such as the questionnaire survey method and the AHP, involve individual subjectivity. Consequently, the research results may have errors. In the preliminary preparation of the follow-up study, we should analyze a large number of civil aviation accident investigation reports, more accurately clarify the human error factors and completely adopt the quantitative analysis method in the research method.Practical implicationsThis study identifies the risk factors of civil aviation safety and conducts a reasonable analysis of human error factors. In the daily training of civil aviation, the training can be focused on previous man-made accidents; in view of the “important” influencing factors, the aviation management system is formulated to effectively improve the reliability of aviation staff; according to the evaluation criteria of human error in civil aviation, measures to prevent and control accidents can be better formulated.Social implicationsIn view of these four kinds of influencing factors, the corresponding countermeasures and preventive measures are taken according to the discussion, so as to provide the basis for the prevention of aviation human error analysis, management and decision-making, prevent the risk from brewing into safety accidents and improve the safety of aviation management.Originality/valueBased on the questionnaire survey, this study creatively applies the safety prevention evaluation method combining AHP and FCE to the study of civil aviation human error, integrates the advantages of qualitative and quantitative methods, flexibly designs qualitative problems, objectively quantifies research results and reduces subjective variables. Then, by discussing civil aviation safety management measures to avoid risk factors, reduce the incidence of human error events and improve the safety of civil aviation.