International Aviation Research Articles

Identification of air transport ecological component level in the context of ensuring sustainable development of the national economy

”. Aviation safety is an important component of the concept of general national security, the system of personal security, ecological and public safety and transport safety from external and internal threats. Maintaining an acceptable level of national aviation safety is a priority for the industry. In the context of globalization, ecological safety is becoming especially important. World leaders gathered at the United Nations (UN) and adopted the 2030 Agenda for Sustainable Development. It is a plan of action aimed at achieving global sustainable development in economic, social and environmental areas, which ensures that no UN member state is left behind. The 17 sustainable development goals on the 2030 Agenda can be used as benchmarks for the coordinated development of UN member states. One of the most important goals for the global survival of humankind is Goal 13 “Climate Change”. In order to find an adequate answer to this challenge, the International Civil Aviation Organization (ICAO) has identified the following areas that can contribute to the attainment of the global aspirational goal: aircraft related technology and standards; improved air traffic management and operational improvements, development and deployment of sustainable aviation fuel and the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). The implementation of CORSIA is carried out not only at the global level, the initiative requires the search for effective management solutions at the national level. Statistics on the activities of the aviation industry of Ukraine indicate its stable development. However, unfortunately, the dynamic growth of air traffic entails an increase in emissions of chemical elements into the atmosphere, which are a real threat to the environment and can contribute to climate change processes. The main tool for ensuring ecological safety tasks is proactive risk management. The development of proactive tools for environmental risk management is relevant and has practical implications for sustainable development, both in the industry in particular and for the state as a whole. The articles offer the author's approaches to the identification of air transport ecological component level.

Analysis of Changes in the Air Passenger Transport Network by the Spread of COVID-19 -Focusing on International Airports in Asia-

본 연구는 코로나-19 감염증의 전 세계적인 확산에 따라 국제항공 관광수요 측면에서 가장 큰 타격을 받고 있는 아시아지역내공항의 항공여객 운송 네트워크의 변화를 확인하기 위해 쇼셜네트워크분석(SNA)을 통한 아시아 공항의 네트워크 중심성을 살펴보았다. 분석 결과, 아시아지역 공항 전체 네트워크의 구성 요소(노드, 링크, 밀도, 군집화계수)는 코로나-19의 본격적인 확산시기인2020년 3월부터는 큰 폭으로 하락한 것으로 나타났으며, 항공네트워크 중심성은 모두 예외없이 크게 감소하였다. 하지만 이러한중심성 지표의 급락 상황에서도 각 공항별로 네트워크의 상대적 경쟁력은 달리 나타났다. 동남아시아, 서남아시아, 중국지역 공항의 경우에는 모든 중심성 지표와 순위의 하락이 두드러지게 나타난 반면, 대만 타오위안공항(TPE), 일본 나리타공항(NRT) 및 인천공항(ICN)이 속한 동북아시아내 공항들은 네트워크 중심성의 순위는 오르거나 유지하는 것으로 나타났다. 코로나-19 확산에 따라 위기를 맞고 있는 우리나라 국제항공 네트워크의 복원을 위해서는 우선적으로 한-중-일간 역내 협조체계를 마련하는 것이 시급히 필요하다. 초기 협력단계로 3국간 공항 방역 인증 프로그램을 마련하고 상호 검증하여 여객 수요회복기반을 조성하고 3국간 여행제한 완화 조치를 통해 중단된 노선의 재개를 촉진해야 할 것이다. 또한 코로나-19 위기를 기회요인으로 만들기 위해서는 환승노선 개발에 대한 정책적 지원이 필요한 시점이다. 이를 위해 정부는 보다 포괄적인 다자간 항공협정을체결하여 국제 항공운항 재개를 위한 운수권 확보를 지원하고, 공항당국은 터미널내 별도의 환승구역을 마련하고 방역서비스를제공함으로써 환승객이 안심하고 이용할 수 있도록 시설 개선에 노력해야 할 것이다. 본 연구를 통해 우리나라가 속한 아시아 지역내 공항의 네트워크 경쟁력의 변화추이를 분석함으로써 항공네트워크 연구범위를확장하고자 하였다. 특히 국제선을 기준으로 보면 거의 모든 항공노선이 막혀 있는 상황에서 가장 큰 타격을 받고 있는 중국을비롯한 아시아 항공네트워크를 분석하는 것은 향후 전 세계 항공수요 회복 정책을 마련하는 차원에서도 의미가 있다고 하겠다. 앞으로 공항(노드)과 항공노선(링크)에 인구, 경제성장률, 운항 거리, 운송량 등 사회경제적 지표와 속성을 포함하여 연구한다면 항공산업의 회복을 위한 각국의 항공정책 협력에 유용한 연구가 될 수 있을 것이다.The study looked at the network center of Asian airports through the Social Network Analysis (SNA) to confirm changes in the air passenger transport network at airports in Asia, which are hit hardest in terms of international air tourism demand following the worldwide spread of COVID-19 infections, the worst-ever health crisis in history. The analysis shows that the components of the entire Asian airport network (nodes, links, density, and clustering factors) have fallen significantly since March 2020, the full-fledged proliferation period of COVID-19, with all aviation network centrality decreasing without exception. However, the relative competitiveness of the network at each airport was different even in the face of such a plunge in the centrality index. In the case of China and Hong Kong airports, the decline in all centrality indicators and rankings was notable, while Taiwan’s Taoyuan Airport (TPE), Japan’s Narita Airport (NRT) and Incheon International Airport (ICN) saw their ranking in network centrality rise or maintain. In order to restore South Korea international air network, which is facing a crisis due to the spread of Corona-19, it is urgently needed to establish a regional cooperation system between South Korea, China and Japan. In the initial stage of cooperation, airport quarantine certification programs among the three countries should be prepared and mutually verified to create a foundation for recovering passenger demand and promote the resumption of the suspended routes through measures to ease travel restrictions between the three countries. It is also time for policy support for the development of transit routes to make the Corona-19 crisis an opportunity factor. To this end, the government should work to secure transportation rights for the resumption of international air operations by signing a more comprehensive multilateral aviation agreement, and the airport authority should make efforts to improve facilities so that transit passengers can use them with confidence by setting up separate transit zones in the terminals and providing quarantine services. Through this study, we wanted to expand the scope of aviation network research by analyzing the changes in network competitiveness of airports in Asia to which Korea belongs. In particular, it is meaningful to analyze Asian aviation networks, including China, which are hit hardest at a time when almost all air routes are blocked by international flights, in order to come up with policies to restore global aviation demand in the future. Future studies involving socioeconomic indicators and attributes, such as population, economic growth, travel distance and transportation volume, in airports (nodes) and air routes (links) could be useful for international aviation policy cooperation in recovering the aviation industry.

English Language Proficiency in Radiotelephony: A survey about its effect on the safety and efficiency of aviation

The purpose of this paper is to reveal and discuss evidence that the safety and efficiency of international aviation continues to be adversely impacted by poor English language proficiency over the radio. In 2011, all members of the International Civil Aviation Organisation (ICAO) were declared to be compliant with regards to the English language testing of all pilots and air traffic controllers (ATCOs). However, language experts have continued to raise concerns about the regulatory framework of Language Proficiency Requirements (LPRs) and about whether an international standard of English language proficiency has truly been established. This paper describes the analysis of responses given by pilots and ATCOs to a survey which addressed the nature and frequency of poor language proficiency that they experience during flights. The data show evidence that there continues to be a problem of language proficiency among pilots and ATCOs, that this problem is encountered relatively frequently and that some regions of the world are experiencing it more acutely than others.

The Influence of the Air Cargo Network on the Regional Economy under the Impact of High-Speed Rail in China

There is little research on the impact of air cargo networks on regional economic development, which is especially notable considering that Chinese airlines gradually adjusted their networks after the introduction of high-speed rail (HSR). This empirical study aims to fill this research gap. Firstly, we used the Ordinary Least Squares (OLS) method to study the effect of the air cargo network on the regional economy. The results show that, in eastern and central China, the higher the clustering coefficient of the domestic air cargo network, the more significant their promotion effect becomes on the GDP per capita, with cities in eastern China benefitting the most from this effect. However, for super-scale cities, the clustering coefficient of the domestic air cargo network has a significant negative effect on the GDP per capita, which is likely because both the air and HSR passenger services crowd out the development opportunities for air cargo. Secondly, we applied the Difference-in-Difference (DID) method in order to measure the impact on the regional economy caused by air cargo under the impact of HSR. The results show that the aviation network adjusted for the impact of HSR produces heterogeneous effects on cities for different regions and scales, and that the international aviation network has greater impacts on cities than the domestic network. In eastern China, HSR and air cargo (both international and domestic networks) promote economic growth simultaneously; in central China, only domestic air cargo has a positive effect on the regional economy; in western China, neither HSR nor air cargo has an obvious effect on the regional economy. Policy implications—such as encouraging the cooperation of HSR and civil aviation—are discussed, and could help bring the functions of the air cargo network in regional economic development into full play.

Impact of the COVID-19 pandemic on commercial airlines in the United States and implications for the kidney transplant community.

Many deceased-donor and living-donor kidney transplants (KTs) rely on commercial airlines for transport. However, the coronavirus-19 pandemic has drastically impacted the commercial airline industry. To understand potential pandemic-related disruptions in the transportation network of kidneys across the United States, we used national flight data to compare scheduled flights during the pandemic vs 1-year earlier, focusing on Organ Procurement Organization (OPO) pairs between which kidneys historically most likely traveled by direct flight (High Volume by direct Air transport OPO Pairs, HVA-OPs). Across the United States, there were 39% fewer flights in April 2020 vs April 2019. Specific to the kidney transportation network, there were 65.1% fewer flights between HVA-OPs, with considerable OPO-level variation (interquartile range [IQR] 54.7%-75.3%; range 0%-100%). This translated to a drop in median number of flights between HVA-OPs from 112 flights/wk in April 2019 to 34 in April 2020 (P<.001), and a rise in wait time between scheduled flights from 1.5hours in April 2019 (IQR 0.76-3.3) to 4.9hours in April 2020 (IQR 2.6-11.2; P<.001). Fewer flights and longer wait times can impact logistics as well as cold ischemia time; our findings motivate an exploration of creative approaches to KT transport as the impact of this pandemic on the airline industry evolves.

Drivers of CO2 emissions in international aviation: the case of Japan

We estimated the CO2 emissions produced by more than 40 000 international flights associated with Japan’s two major airlines (Japan Airlines and All Nippon Airways), and identified the drivers for these CO2 emissions using an index decomposition analysis conducted between 2005 and 2015. The results showed that introducing the more fuel-efficient Boeing 787 led to CO2 emission reductions of 1.3 million tons by the two companies. However, these reductions were canceled out by the total number of flights and distances per passenger attributable to the airlines’ operations. We conclude that the environmental and business strategy of introducing greener aircraft with better fuel efficiency was insufficient for mitigating aircraft emissions’ effects on climate.

Evolving network characteristics of the asian international aviation market: A weighted network approach

The air transportation industry is one big network that is expected to grow continuously, and Asia-Pacific is the fastest growing region as of 2018 data. We apply weighted network analysis to explore the key network characteristics of the Asian international passenger aviation market in 2014 and 2018. For the analysis, networks are constructed based on international passengers' origin-destination pair data from 28 Asian airlines in 2014 and 2018. Previously published social network analysis (SNA) on the air transportation network largely used unweighted centrality metrics, whereas the actual situation is a weighted network. We implement Mean Associations (MA), Triangle Betweenness Centrality (TBC), and Weighted PageRank (WPR), as new weighted centrality metrics, to effectively reflect actual passenger traffic among airports beyond simple connections. Our weighted network analysis indicates that SIN, ICN, HKG, NRT, MNL, BKK, TPE, HND, PEK, and KUL are the top-ranked hub airports, followed by SGN, PVG, CAN, DEL, SYD, KIX and CGK, and that the low-cost carriers have almost fully developed a ‘hub-and-spoke’ structure over the 4-year study period and are increasing their impact on the centrality of airports in the region.

Fearing the Eye in the Sky: How the Fear of Espionage Affected the Development of Civil Aviation during the Cold War

ABSTRACT This article will discuss the role of espionage as a limiting factor in the development of international civil aviation in the Cold War. Previous research into the international aviation regime has focused on the fear of losing control of sovereignty as a primary limiting factor. But the focus has commonly been on relations between Western nations. This article claim that fear of espionage has also been of considerable importance in reducing aviation’s potential for free and easy access, primarily across the Iron Curtain. The study focuses on Norwegian-Soviet aviation relations as a case study.

СУЧАСНИЙ СТАН ПРОБЛЕМИ РОЗРОБКИ ЗВУКОПОГЛИНАЮЧИХ КОНСТРУКЦІЙ ДЛЯ ГАЗОТУРБІННИХ ДВИГУНІВ

A review of current international aviation noise requirements is provided. It is shown that international requirements for aircraft noise levels are constantly increasing. The rapid growth of the international fleet leads to an increase in the number of take-offs and landings of aircraft at airports, and as a result, the problem of aircraft noise still relevant. To reduce noise levels at airports, various methods are used, one of which is the operational limitations of aircraft concerning the levels of noise they create. In European Union countries there are operational restrictions for aircraft meeting the requirements of Chapter 3 with a noise margin of less than 10 EPNdB. For already established aircraft that have passed certification, again it is necessary to look for methods to reduce noise. The main type of aircraft in operation in the world is an aircraft with turbofan engines. For such an aircraft, the main sources of noise during take-off will be the noise of the fan and jet, while landing, the noise of the landing gear, flaps, slats, and fan noise. When choosing a method of reducing aircraft noise, it should determine the source that most affects the overall noise level. It has been determined that fan noise is one of the main sources of noise. Acoustic liners constructions are widely used to reduce the noise level created by the fan. They are one of the most priority areas for reducing fan noise. Achievements in the use of acoustic liners to decrease the noise of domestic aircraft An-124-100, An-148-100 are considered. It is noted that due to the increasing requirements for aircraft noise, it is necessary to use new acoustic liners with improved sound-absorbing properties. It was determined that it is possible to improve the sound-absorbing properties of the acoustic liners by expanding the frequency range of sound absorption of such structures.Modern methods for improving the acoustic properties of the acoustic liners are presented: the use of multilayer resonant acoustic liners makes it possible to customize the design for an increased number of calculation parameters; the use of modified variants of the acoustic liners core such as corrugated core, oversized perforated core; the use of porous and porous fiber materials in the design of the acoustic liners to provide additional sound-absorbing ability, the use of low-frequency acoustic liners to reduce the noise of promising turbofan engines with a high and ultra-high bypass ratio.

Aeropolitics in a post-COVID-19 world

We review selected aeropolitical issues that may impact the international aviation sector post-COVID-19. Consideration regarding ICAO's role in coordinating safety provisions using existing frameworks will be important. Issues relating to national airline bailouts and recapitalisation as well as international ownership are also explored. We offer several further, as yet unanswerable, questions about future aeropolitical issues, including how ICAO will continue to address the crisis, implications for air services capacity restrictions, the impact of deglobalisation and the question of state aid for national carriers and other parts of the aviation system.

Flight Object Sharing Capability Using Blockchain

This paper describes a concept and a prototype for sharing flight information using blockchain technology. Providing all stakeholders access to complete, consistent, and up-to-date information about each flight facilitates efficient aviation operations. Existing flight information exchange methods are limited; the concept of a “flight object” that provides a complete solution for all stakeholders has yet to be realized. A complete solution requires either a centrally administered data store, which is unsuitable for an international context, or a distributed ledger. Distributed ledgers are at the heart of blockchain technology, which makes this technology a good match for implementing the flight object. The authors have proven it is possible to provide a complete flight object solution using blockchain technology by demonstrating a prototype based on Tendermint: an open-source blockchain implementation. The demonstrated solution offers additional benefits like strong integrity guarantees and role-based update permissions enforcement. Prototype performance indicates a production implementation is likely to provide sufficient speed and capacity to support global aviation operations for flight planning negotiation, as well as possible future concepts such as trajectory-based operations and international flow management. The paper’s conclusion discusses steps necessary for the flight object sharing capability to be adopted as the basis for a real-world international aviation solution.

Havacılık Otoritelerinde Personel Lisanslandırma: Eskişehir Teknik Üniversitesi Havacılık Ve Uzay Bilimleri Fakültesinde Uygulama

The aviation industry, which is the newest of the types of transportation, has had to deal with structural problems as it develops and grows. These problems tried to be solved with international, regional, and national aviation authorities by rule makers. One of the problems of the aviation industry is qualified human resources. Air transportation cannot be carried out without air and ground personnel in today's conditions. The execution of efficient and safe flight operations depends on the competence, abilities and training of its personnel. Special trainings are required to work in the aviation industry. These trainings are determined and regulated by aviation authorities. Airlines, higher education institutions, aviation schools, etc. are conducts trainings to meet the needs of qualified personnel. However, most of the higher education institutions do not prepare their curricula according to the regulations of the authorities. In this research, aviation authorities and personnel licensing, higher education institutions and authorization topics were examined; The requirements for authorization of the Faculty of Aeronautics and Astronautics of Eskisehir Technical University under SHY-UHU and SHT-EGITIM/HAD have been established and compared with the current situation; and suggestions to Eskisehir Technical University on authorization were made.

Competing Climate Change Responses: Reflections on EU Unilateral Regulation of International Transport Emissions in Light of Multilateral Developments

In 2016, the International Civil Aviation Organization (ICAO) and International Maritime Organization (IMO) made important strides towards the regulation of emissions from international aviation and maritime transport. This was partially catalysed by the ‘ultimatum strategy’ of the European Union (EU), where the Union persistently threatened to take unilateral steps in the absence of multilateral action. As this article analyses, it appears that the Union is reluctant to relinquish its unilateral approach and align fully with both the ICAO Carbon Offsetting and Reduction Scheme and the IMO Global Data Collection Scheme. This raises questions under public international law as to the relationships between these competing measures. Amidst rising political pressures, this article considers the extent to which the unfolding multilateral policies of the ICAO and IMO may limit the regulatory competence of the EU. While the EU is an independent legal entity, it has been conferred far-reaching competences by its Member States who are themselves members of these other international organisations. Given the lack of clarity on clear hierarchical rules, an important role remains for the customary law of state jurisdiction in governing regulatory competence more generally. The final part of this article engages with recent discussions on the existence of an obligation to exercise jurisdictional self-restraint. It reflects on the tensions arising between respect for states’ regulatory autonomy and the prevention of ‘dangerous’ anthropogenic climate change.

Biofuels in aviation: mitigation prospects for the emissions of Brazilian tourists

The development of tourism in emerging countries is expected to be a major contributor to the increase of greenhouse gas emissions from tourism worldwide and also to question these countries’ mitigation objectives. Using scenarios, this issue is assessed for the case of Brazil. Emissions from aviation are shown to be a major challenge in this context. This paper examines the prospects of the use of ethanol from sugarcane to alleviate the problem. Scenarios implying in 2050 a 100% use of biofuels in domestic aviation and a 25% use in international aviation are built; their implications notably in terms of land use are discussed.

European Regional Airport: Factors Influencing Efficency

Abstract During the recent decade a lot of research has been focused on identification of the importance of regional airport for the local economy and the measuring and predicting of the airport’s efficiency. With regard to individual airport planning it turns out that airports are not free in the optimization of infrastructure due the need to comply international aviation standards and recommended practices, one the one hand, and the tendency of air transportation system development including aircraft design and airlines’ fleet development, on the other. Furthermore, it is also important to take into account the specificity of each particular airport, including the traffic variability resulting from seasonality, with the airport’s mission geared to it. We found, tha t one of the reasons for the relatively low efficiency of regional airports, given the general trend in the growth in the number of seats for narrow-body aircraft. Likewise, it has been found, that the seasonality of air traffic at regional airports is comparatively high. In addition, this paper spotlights the ways the theoretical model of returns to scale affects the efficiency of the apron of the regional airport and briefly discusses the different interpretations of the definition of regional airport.

Clear skies or turbulence ahead? The international civil aviation organization’s obligation to mitigate climate change

The International Civil Aviation Organization (ICAO) set a cap for international aviation’s greenhouse gas (GHG) emissions at its 2020 level and established a market-based mechanism to help achieve that cap. Against that backdrop, this article identifies ICAO’s legal obligation to mitigate climate change by examining the international climate change treaties, ICAO’s constituent treaty, the Chicago Convention, and ICAO’s organizational practice. It finds that because ICAO is not a party to the climate change treaties and has a high degree of institutional autonomy, those treaties do not directly impose an obligation on ICAO. Although the Chicago Convention does not expressly mention the environment or climate change, ICAO’s member states interpreted the Convention and enlarged ICAO’s mandate under it to include the reduction or limitation of GHG emissions from international aviation so as to prevent dangerous climate change. This article finds that pursuant to Jan Klabbers’ recently developed theory of role responsibility, ICAO arguably has an obligation to carry out this important mandate, and its failure to do so, or failure to do so effectively, could constitute an internationally wrongful omission.

International Aviation Logistics Risk Identification and Assessment from Perspective of Consolidator Based on AHP

Given the effect of uncertainty, international aviation logistics faced many risks. How to identify and evaluate the risk degree of each link becomes the main problem in the international aviation logistics management. Based on the analysis of the causes of international aviation logistics risks, this paper constructs an international aviation logistics risk evaluation index system from the perspective of consolidators, and evaluates the risk degree of each link by using AHP. The effectiveness of the method is verified by typical cases. The research shows that this method has certain application value to the risk identification and evaluation of international aviation logistics.

The Predictive Capacity of Air Travel Patterns During the Global Spread of the COVID-19 Pandemic: Risk, Uncertainty and Randomness.

Air travel has a decisive role in the spread of infectious diseases at the global level. We present a methodology applied during the early stages of the COVID-19 pandemic that uses detailed aviation data at the final destination level in order to measure the risk of the disease spreading outside China. The approach proved to be successful in terms of identifying countries with a high risk of infected travellers and as a tool to monitor the evolution of the pandemic in different countries. The high number of undetected or asymptomatic cases of COVID-19, however, limits the capacity of the approach to model the full dynamics. As a result, the risk for countries with a low number of passengers from Hubei province appeared as low. Globalization and international aviation connectivity allow travel times that are much shorter than the incubation period of infectious diseases, a fact that raises the question of how to react in a potential new pandemic.

CORSIA - Carbon Offsetting and Reduction Scheme for International Aviation

The article discusses the CORSIA - a newly introduced an emission mitigation approach for the global airline industry, developed by the International Civil Aviation Organization (ICAO). It also describes all phases of the project, their analysis and the practical impact of CORSA on aircraft operators. The examples show the operator’s costs associated with this project. The mutual coexistence of CORSIA and the EU ETS is also analysed.

Internal versus external European air market realities: the competitive divide

BackgroundThis paper looks at how ongoing attempts to improve air market competitiveness in Europe are challenged by the differing internal and external realities that exist. Europe’s internal multilateral single air market has encouraged the proliferation of pan-European airlines unhindered by national borders, which have stimulated increased competition and driven down airfare prices. Meanwhile, externally the bilateral system continues to dominate the wider global airline industry and a number of countries still prefer to negotiate air access with individual European countries.MethodsData from a five stage mixed-method Delphi study underpin the paper. Qualitative data, collected at a first stage brainstorming workshop and during final stage in-depth interviews, were thematically analysed to locate key and sub-themes. Quantitative survey data were collected across the remaining stages and were statistically analysed with mostly t-tests and chi-square tests of association to a 95% confidence level.ResultsThe key theme transferability of the European regional single air market emerged from the study data; supported by the three sub-themes EU regional model, extraterritoriality and North Atlantic single air market.ConclusionsEurope remains the multilateral exception to the general rule in international aviation that bilateralism is the norm. Despite efforts to address this competitive divide, aeropowers like China and Russia are reluctant to embrace extensive change, while major European flag carriers resist unfettered competition from outside the bloc.