Global Civil Aviation Research Articles

Разработка рекомендаций по увеличению доли объединенной авиастроительной корпорации на международном рынке гражданской авиации

Разработка рекомендаций по увеличению доли объединенной авиастроительной корпорации на международном рынке гражданской авиации

THE ROLE OF NAVIGATIONAL AIDS IN FLIGHT SAFETY MANAGEMENT WITHIN ICAO GLOBAL AIR NAVIGATION PLAN

The development of the global civil aviation is provided on the basis of the ICAO Communication and Surveillance/Air Traffic Management Concept, which has determined the basic strategy for further commercial flight management effectiveness improvement. On the basis of this concept a Global Air Navigation Plan has been developed by ICAO recently. The core strategies of CNS/ATM concept were specified and combined into so-called blocks. Thus the term Global Aviation System block upgrade has been introduced. At the same time, GANP states that the introduction of new procedures and flight management systems will inevitably affect flight safety. Accordingly, there is a task of flight safety management level maintaining, or even increasing within the Global Air Navigation Plan implementation. Various air navigational aids play a significant role in the process as they are directly associated with the new systems and structures introduction. This breeds the new global challenge of flight safety management level change assessment during the introduction of new procedures and systems connected with the use of both navigational aids and instruments. Some aspects of this problem solution are covered in the article.

Foreign policy ‘trilemmas’: understanding China's stance on international cap-and-trade

This article uses a policy analogy approach to explore China's attitude toward the possibility of global carbon market integration, including the development of a common cap-and-trade market for the global civil aviation industry. Like in other foreign policy domains, in international cap-and-trade, China faces a ‘trilemma’ between carbon market integration, state sovereignty and policy flexibility. By referring to how China has approached a comparable trilemma in foreign exchange policy making, we analyse China's possible stance on international cap-and-trade. We argue that China will prefer to gradually establish and strengthen, to a limited extent, intergovernmental governance mechanisms, which allow nation-states to prioritize sovereignty and policy flexibility in carbon trading policy making. In the conclusion we use this argument to explain China's responses to the carbon-trading initiatives of Australia, the EU, the International Civil Aviation Organization (ICAO), and the World Bank.Policy relevanceThe international community has reached a consensus on the use of market mechanisms for mitigating climate change. While opposing the EU's plan to include Chinese airlines in the EU Emissions Trading Scheme, China has started to co-explore with Australia the possibility of linking their carbon markets, and has adopted a supportive attitude toward the carbon trading initiatives led by the ICAO and the World Bank. Considering China's status as the largest emitting country of GHGs and its interdependence with major developed and developing countries, China's substantial participation would be crucial to the success of the global market-based efforts to reduce GHG emissions. This article presents an initial attempt to develop a better understanding of China's stance on international cap-and-trade.

Global Civil Aviation Black Carbon Emissions

Aircraft black carbon (BC) emissions contribute to climate forcing, but few estimates of BC emitted by aircraft at cruise exist. For the majority of aircraft engines the only BC-related measurement available is smoke number (SN)-a filter based optical method designed to measure near-ground plume visibility, not mass. While the first order approximation (FOA3) technique has been developed to estimate BC mass emissions normalized by fuel burn [EI(BC)] from SN, it is shown that it underestimates EI(BC) by >90% in 35% of directly measured cases (R(2) = -0.10). As there are no plans to measure BC emissions from all existing certified engines-which will be in service for several decades-it is necessary to estimate EI(BC) for existing aircraft on the ground and at cruise. An alternative method, called FOX, that is independent of the SN is developed to estimate BC emissions. Estimates of EI(BC) at ground level are significantly improved (R(2) = 0.68), whereas estimates at cruise are within 30% of measurements. Implementing this approach for global civil aviation estimated aircraft BC emissions are revised upward by a factor of ~3. Direct radiative forcing (RF) due to aviation BC emissions is estimated to be ~9.5 mW/m(2), equivalent to ~1/3 of the current RF due to aviation CO2 emissions.

Rapid estimation of global civil aviation emissions with uncertainty quantification

In this paper we describe the methods used to develop the open source Aviation Emissions Inventory Code and produce a global emissions inventory for scheduled civil aviation, with quantified uncertainty. We estimate that in 2005, scheduled civil aviation was responsible for 180.6 Tg of fuel burn, which agrees to within 4% of other published emissions inventories for 2004 and 2006. By comparing the Aviation Emissions Inventory Code with flight data records, we show that the mean bias in predicted fuel burn at the airport-pair level is +1% for an ensemble of 132 flights, and less than 10% for 5 of the 6 aircraft types used in the validation.

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.

Multilateral Trade Agreement for Civil Aviation

Emirates Airlines wants greater access to Canada than is currently permitted under the existing Air Services Agreement between Canada and the United Arab Emirates. Thus far, the Government of Canada has legitimately refused the requests. The dispute between Canada and the United Arab Emirates (UAE) over air traffic rights boils down to two fundamental issues that transcend both countries: 1. The importance of the civil aviation sector (airlines, airports, and support services) to the economies of both countries; and 2. The importance of a level playing field for competition between the domestic carriers of each country and between the major hub airports of each country. It is time to have a serious debate on the future regulatory structure for the global civil aviation industry. The resolution of the second issue necessitates that we revisit the current regulatory structure for the airline industry and consider moving away from bilateral Air Services Agreements to a multilateral framework for the industry. There are at least three different ways to proceed to address the issues related to subsidies, capacity dumping, and safeguards for the airline industry. While the multilateral approach is the preferred option, it is unrealistic to assume that there will be sufficient support to move quickly to multilateral negotiations. Nevertheless, it is important to begin to move in this direction, not only to resolve disputes such as the one between Canada and the UAE but also to be prepared to resolve future disputes that inevitably will arise. While Emirates Airlines executives have focused on the importance of consumer interests, there are many more stakeholders involved, and even consumer and taxpayer interests might not be best served by subsidies, capacity dumping, and arbitrary decisions to retaliate.

Safety and customer service: contemporary practices in diversity, organizational development and training and development in the global civil aviation industry

The commercial aviation industry is an extremely competitive, safetysensitive high technology service industry. Socio‐technical systems, employees and customers must be the arenas of an organization’s core competencies. The implications are vast and pervasive affecting no less than the organization’s structure, strategy, culture and numerous operational activities. In this article, select findings of a human resource management (HRM) audit are compared to the findings of a review of the literature on diversity, organization development (culture) and training and development. The audit, conducted by 13 executives from their respective organizations, contains extensive data on airlines from nine countries from around the globe. In this article we seek to extend the discussion of excellence in safety and customer service to applied systemic organizational HRM issues and critical success factors. Human resource management (HRM) expertise is required now, more than ever, to spearhead internal marketing strategies in order to gain employee commitment in order to foster excellence in safety and customer service.

The GNSS Transponder – A Cost-Effective Worldwide GNSS-Based Civil Aviation CNS/ATM, ATC, ATN Data Link and Collision Avoidance System Concept

Sweden and some other countries are currently evaluating and verifying the potential impact of a newly developed, satellite-based GNSS transponder system on future CNS/ATM and ATN systems.The concept provides the possibility to introduce a distributed, mobile, real-time data processing system, for all properly equipped users in the global civil aviation community being interacting members (air/air, air/ground and ground/ground).