International Aviation Research Articles

The Effect of Stress on Job Satisfaction: A Study on Pilots

Aviation is a form of transportation that is developing rapidly. The rapidly growing aviation sector has started to be preferred by people because it is advantageous compared to other modes of transportation in terms of both time and passenger comfort. As people prefer aircrafts more as a means of transportation, airline companies have started to grow, have placed new aircraft orders and continue to give. However, the most important issue that will never be compromised in the face of this rapid growth is undoubtedly flight safety. Studies have shown that, the human factor is around 70% is affected the accidents and incidents in aviation. For this reason, the human factor is important in aviation, and everything from the working hours of the employees, the time to spend on the way to and from work, and even the rest time, has become a rule by international aviation organizations. For this reason, in this thesis, it is aimed to measure the stress levels of pilots, which are one of the most important parts of the aviation industry, to observe how their inner world is in business life and also to measure how these levels affect pilots' job satisfaction. As a result of the research, a significant relationship was found between the stress levels of the pilots and their job satisfaction levels.

Flying with Covid: The visual presence of the pandemic in airports

Since the beginning of 2020, with the eclosion of the Covid-19 pandemic, airports have been included among the main hotspots for the diffusion of the disease. Several limitations affected the possibility for people to travel, with diverse approaches between the countries, and with differences among who was authorized to travel and who was not. This caused a contraction on the number of passengers transiting in the airports in all the countries. However the commercial international aviation has never stopped, and despite the reduction of passengers the airports managed to implement health security protocols for the Covid-19 diffusion control. Before the pandemic, other challenges already affected airports’ security protocols, such as the “terrorist threat”, making of these places “nervous systems” (as defined by Maguire and Pétercsak). After one year and half from the beginning of the pandemic, with the vaccination campaigns accelerating in various countries (with the clear differences due to governments’ political choices and countries’ access to vaccines) the air travels have returned to a condition similar to previous one. An increasing number of planes flying and an increasing number of passengers can be registered everywhere. Meanwhile, the sanitary attention to the Covid-19 diffusion contention continues to be a concern in the space organization of airports.This ethnographic photoessay aims at describing the visual presence of the Covid in the airports. The work focuses on four airports in three countries the author passed through in June 2021. They are the airports of Salvador da Bahia (Brazil), Lisbon (Portugal), Rome and Venice (Italy). Despite the differences between the countries in the approached adopted to contain the diffusion of the pandemic, airports are subjected to standardized international protocols. These are intended to (re)produce similar safety measures in the diverse airports. Meanwhile, airports are designed not to be identitarian, historical and relational, but yes to be experienced as “non places” (as Augé defined these places). However, each airport introduces several dimensions of its specific location, of its specific local health politics, of its specific passengers’ flow, and so on, making of them a peculiar place to observe the space design for Covid diffusion control. Despite the definition of the Covid as an “invisible enemy”, used in general media in diverse countries, the thesis is that the presence of the virus is highly visible to everyone passing in some airport, independently from the specific country. Meanwhile, the diverse airports introduce their own local and specific visual modalities to achieve passengers. Pictures included in this ethnographic photoessay focus on some of these modalities, such as the hand gel dispensers, instructions and prohibitions for preventing Covid dissemination, among other. Covid’s aesthetics in airports highlights how the pandemic affected people visual and sensorial experiences of these places and of their designs.

Biofuel Discount Rates and Stochastic Techno-Economic Analysis for a Prospective Pennycress (Thlaspi arvense L.) Sustainable Aviation Fuel Supply Chain

The international aviation industry has the goal to gradually reduce carbon emissions mainly by using sustainable aviation fuel (SAF). However, currently SAF cannot be produced at competitive prices relative to petroleum-based jet fuel. Pennycress is a crop whose oilseed could be used as a relatively low-cost feedstock to produce SAF, potentially benefiting farmers and the environment. This stochastic techno-economic analysis (TEA) studies an enterprise buying pennycress oilseed from farmers, extracting the bio-oil and selling it to a biorefinery that converts bio-oil into SAF. Maximum buying prices (MBP)—prices that yield a zero net present value—the crushing enterprise could pay farmers for pennycress oilseed are estimated. To conduct the analysis, discount rates are estimated based on financial data of biofuel firms, thus providing a realistic benchmark to evaluate profitability and feedstock buying prices. Estimated risk-adjusted discount rates vary between 12 and 17%, above rates typically used in similar valuations. Estimated stochastic MBP range between 10.18 and 11.73 ¢ pound−1, which is below the price at which farmers are willing to plant pennycress, according to recent research. By considering the crushing facility’s inherent cash flow structure and risk, the distributions of stochastic modified internal rate of return suggest the crushing enterprise could be economically attractive at a 14% discount rate, our most likely estimate. However, between 11 and 17% times the cash flow model is simulated, the firm falls under financial distress. Overall, the findings suggest potential barriers for deployment of a SAF supply chain without governmental incentives or related policies.

The right of the overflown state to divert or intercept civil aircraft under a bomb threat: an analysis with regard to Ryanair flight 4978

The purpose of this article is to discuss whether a state has a right to divert or intercept a foreign civil aircraft flying above its territory, when the aircraft is under a bomb threat. The analysis stems from the recent incident where a Ryanair passenger jet was diverted to Minsk while flying in Belarusian airspace; however, the article approaches the topic from a general perspective, analyzing the key applicable rules of international aviation safety and security law. The article argues that air sovereignty and national rules on aviation (the latter wherever such exist) provide states acting in good faith the right to divert or intercept foreign aircraft for security reasons. Meanwhile, Article 3 bis of the Chicago Convention does not recognize such a right. The right is also limited by international rules that oblige every state to assist aircraft in distress, as well as rules that emphasize the authority and responsibility of the pilot-in-command. Since mid-air interventions are so rare, the legality of states’ actions must be analyzed case-by-case. Regardless, the legal regime of international aviation does not allow states to respond to security threats in whatever way they please, especially if the threat is a mere pretext for politically motivated action.

Competitiveness of International Airports Production Infrastructure in Global Air Transportation Market: Comprehensive Situational Model

The article summarises the essence of airport infrastructure and explores the roles of production airport infrastructure in the world air transport system. It is noted that airport infrastructure is a complex dynamic subsystem of global production infrastructure of the world economy and is aimed at providing competitive air transportation services. It is substantiated that the competitive production infrastructure of international airports is a key element of the economic development of countries in the world economy. In particular, reliable airport infrastructure is one of the key factors in increasing the countries capacity for real economic growth, both in the short and long term. Generalised and systematic views of scientists have led to the conclusion that today there is no single universally accepted methodology that would comprehensively explore and evaluate the competitiveness of the airport's infrasystem, and identify its strengths and weaknesses. Therefore, this study aims to develop and substantiate the methodology for assessing the level of competitiveness of the production infrastructure of international airports in the global aviation market. The proposed methodological approach makes it possible to provide a practical assessment of the competitiveness of the airport's infrasystem, taking into account the wide range of indicators, converted through a fuzzy linguistic approach. It should be noted that the main purpose of creating and implementing an evaluation system is to facilitate the successful implementation of the competitiveness management functions of the production infrastructure of international airports in the global aviation market. The developed model may be used by international aviation organisations and governments in the process of strategic planning of the air transport development.

AVIATION DIPLOMACY IN SOUTHEAST ASIA

Globally, the COVID-19 pandemic brought a wave of economic decline to the aviation industry due to disruptions in the supply and demand chain. With a population of 650 million, ASEAN governments are obliged to support the recovery process following the negative impacts of the COVID-19 pandemic. While the aviation industry is opening up, an approach that is inclusive and appealing to the public to complement safety policy and liquidity support is necessary for the aviation industry. This research attempts to gain a deeper understanding of how aviation diplomacy could play a role in the regional connectivity agenda amid the rising importance of international aviation. This research proposes that aviation subjects as diplomatic actors are engaged in the diplomatic process, whereas in the context of soft power and multistakeholder diplomacy concept, the ASEAN government and airlines are drivers of regional connectivity. By employing qualitative methods with inductive logical thinking as the analysis framework, this research shows that air assets and air infrastructures are meaningful in three different ways; raising national and regional identity awareness, building political ties, and ensuring cross-border mobility. Thus, ASEAN governments shall continue to support the aviation industry and utilize aviation diplomacy as a soft power approach in the region.

Regulatory and Policy Analysis of Production, Development and Use of Sustainable Aviation Fuels in the United States

The United States, spurred in part by international developments, is expanding its law and policy to incentivize the use of sustainable aviation fuels. While the U.S. has agreed to participate in the International Civil Aviation Organization’s (ICAO’s) Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), it has only recently adopted federal rules that define greenhouse gas emission reduction standards for certain classes of airplanes (effective January 2021). However, such standards focus on engine efficiency rather than the fuel burned. For sustainable aviation fuels, the U.S. continues to rely on voluntary programs at a federal, state, and regional level. The federal Renewable Fuel Standard program allows producers to opt in. In addition, states have started to allow sustainable aviation fuel producers to “opt in” to their programs; this includes California’s Low Carbon Fuel Standard, Oregon’s Clean Fuels Program, and Washington’s newly adopted Clean Fuels Program. Other states are also starting to consider such programs. Elsewhere, states like Hawaii are starting to support SAF production in other ways, including through tax mechanisms. In addition, regional and private efforts to adopt and/or promote sustainable aviation fuels are underway. This piecemeal approach—due in part to the lack of cohesive U.S. federal policy—stands in contrast to the European Union’s Renewable Energy Directive and Emissions Trading System, and adoption of policies by European countries. Because of aviation’s international nature, tracking what is happening in Europe matters greatly for U.S. carriers. As the U.S. works to meet its international obligations through CORSIA, finding a way forward with sustainable aviation fuel in the United States may depend on a more defined federal policy. Actions taken by both the EU and European countries offers some guidance for actions that could be taken by the U.S. Even in the absence of more defined measures, better tracking of voluntary measures is a critical step.

Near-real-time global gridded daily CO2 emissions

Precise and high-resolution carbon dioxide (CO2) emission data is of great importance in achieving carbon neutrality around the world. Here we present for the first time the near-real-time Global Gridded Daily CO2 Emissions Dataset (GRACED) from fossil fuel and cement production with a global spatial resolution of 0.1° by 0.1° and a temporal resolution of 1 day. Gridded fossil emissions are computed for different sectors based on the daily national CO2 emissions from near-real-time dataset (Carbon Monitor), the spatial patterns of point source emission dataset Global Energy Infrastructure Emissions Database (GID), Emission Database for Global Atmospheric Research (EDGAR), and spatiotemporal patters of satellite nitrogen dioxide (NO2) retrievals. Our study on the global CO2 emissions responds to the growing and urgent need for high-quality, fine-grained, near-real-time CO2 emissions estimates to support global emissions monitoring across various spatial scales. We show the spatial patterns of emission changes for power, industry, residential consumption, ground transportation, domestic and international aviation, and international shipping sectors from January 1, 2019, to December 31, 2020. This gives thorough insights into the relative contributions from each sector. Furthermore, it provides the most up-to-date and fine-grained overview of where and when fossil CO2 emissions have decreased and rebounded in response to emergencies (e.g., coronavirus disease 2019 [COVID-19]) and other disturbances of human activities of any previously published dataset. As the world recovers from the pandemic and decarbonizes its energy systems, regular updates of this dataset will enable policymakers to more closely monitor the effectiveness of climate and energy policies and quickly adapt.

Qualification of Alternative Jet Fuels

Historically, the commercial aviation industry has relied on a very limited number of well-proven, conventional fuels for certification and operation of aircraft and engines. The vast majority of today’s engines and aircraft were designed and certified to operate on one of two basic fuels; kerosene-based fuel for turbine powered aircraft and leaded AVGAS for spark ignition reciprocating engine powered aircraft. These fuels are produced and handled as bulk commodities with multiple producers sending fuel through the distribution system to airports and aircraft. They are defined and controlled by industry consensus-based fuel specifications that, along with the oversight of the ASTM International aviation fuel industry committee, accommodate the need to move the fuel as a commodity. It was therefore expedient to build upon this framework when introducing drop-in jet fuel produced from non-petroleum feed stocks into the supply chain. The process developed by the aviation fuel community utilizes the ASTM International Aviation Fuel Subcommittee (Subcommittee J) to coordinate the evaluation of data and the establishment of specification criteria for new non-petroleum (alternative) drop-in jet fuels. Subcommittee J has issued two standards to facilitate this process; ASTM D4054—“Standard Practice for Qualification and Approval of New Aviation Turbine Fuels and Fuel Additives”, and ASTM D7566—“Standard Specification for Aviation Turbine Fuel Containing Synthesized Hydrocarbons”. This paper will describe how the aviation fuel community utilizes the ASTM International consensus-based process to evaluate new candidate non-petroleum jet fuels to determine if these new fuels are essentially identical to petroleum derived jet fuel, and, if they are, to issue specifications to control the quality and performance of these fuels.

Innovative Acoustic Treatments of Nacelle Intakes Based on Optimised Metamaterials

Modern turbofans with high bypass ratios, low blade passage frequencies and short nacelles require continuous development of acoustic linings to achieve the noise reductions expected by the international aviation authorities. Metamaterials and metafluids have been recently proposed as promising technologies for designing innovative acoustic treatments dedicated to reducing aeronautic turbofan noise emissions. In this work, a phase-gradient metasurface treatment is investigated as a way to tackle the noise radiation from an axially symmetric nacelle. This paper aims to study the potential benefits of the mentioned technology, and is not an attempt to design a complete new liner or nacelle. The metasurface is modelled through an equivalent metafluid, and a simulation-based optimisation is used in defining the design parameters. The tonal contribution of the blade passage frequency is considered, and the numerical results with the metafluid optimised on one azimuthal mode at a time show a significant effect in terms of acoustic levels and directivity over an arc of virtual receivers.

Modelling and simulation of DME navigation global service volume

• Availability area analysis of distance measuring equipment global network. • Service volume is estimated based on path loss model. • Distance measuring equipment. • DME service can be provided only in 27.76% of global airspace. Safety of air transportation strongly depends on the performance of on-board positioning sensors. Positioning by data from navigational aids is considered by international aviation community as one of the main stand-by positioning approaches onboard of civil airplanes. However, only positioning by pair of distance measuring equipment (DME) meets requirements of Performance-Based Navigation. A DME service volume model based on path loss between a pair of transmitting and receiving antennas has been proposed in the paper. The model takes into account the influence of relief on radio waves propagation and diffraction from high-altitude elements of relief. The proposed model has been used in the analysis of DME global network performance. In particular, performance of a global network is analyzed based on availability area of DME service, area of positioning by pairs of DME/DME support, availability of particular positioning accuracy, and areas of meeting various RNAV requirements. Obtained results indicate that only in 27.76% of global airspace a DME service can be provided. However, only within 15.9% of airspace, a DME/DME positioning can be used. Results of the analysis indicate about the necessity of actions for further development of global navigational aids network in order to guarantee safe airlines connections around the globe.

Initial Long-Term Scenarios for COVID-19's Impact on Aviation and Implications for Climate Policy.

The COVID-19 pandemic had a dramatic impact on aviation in 2020, and the industry's future is uncertain. In this paper, we consider scenarios for recovery and ongoing demand, and discuss the implications of these scenarios for aviation emissions-related policy, including the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) and the EU Emissions Trading Scheme (ETS). Using the Aviation Integrated Model (AIM2015), a global aviation systems model, we project how long-term demand, fleet, and emissions projections might change. Depending on recovery scenario, we project cumulative aviation fuel use to 2050 might be up to 9% below that in scenarios not including the pandemic. The majority of this difference arises from reductions in relative global income levels. Around 40% of modeled scenarios project no offset requirement in either the CORSIA pilot or first phases; however, because of its more stringent emissions baseline (based on reductions from year 2004-2006 CO2, rather than constant year-2019 CO2), the EU ETS is likely to be less affected. However, if no new policies are applied and technology developments follow historical trends, year-2050 global net aviation CO2 is still likely to be well above industry goals, including the goal of carbon-neutral growth from 2019, even when the demand effects of the pandemic are accounted for.

Are algae ready to take off? GHG emission savings of algae-to-kerosene production

Aviation alternative fuels are perceived as an effective short-term mean to decarbonise our flights. Sustainable aviation fuels from algae have been recently approved for commercial flights, and here we present an assessment of their greenhouse gas (GHG) savings. Three case studies have been investigated with different plant designs and cultivation strategies. The Carbon Offsetting and Reduction Scheme for International Aviation’s Life Cycle Assessment methodology is used as a guideline to assess the GHG saving potential of aviation fuels from algae. The approach here presented allows having a sound comparison with other alternative fuel production pathways. We show that the cultivation strategy based on oil maximisation does not necessarily provide significant advantages in terms of GHG savings. The assessed GHG savings fall in a wide range, being dependent on the inputs and cultivation strategy considered. In the best-case scenario, up to 68% of GHG savings can be achieved, therefore offering a substantial advantage over traditional fuels. When compared with the GHG saving of kerosene from other traditional bio-based feedstocks, like rapeseed, the results confirm algae as an interesting alternative, provided that certain conditions for their cultivation, such as high process optimisation, nutrient recycling and use of renewable energy to meet input demand, are met. The study also assessed the area potentially needed for an algae production plant able to supply large volumes of raw material to an existing commercial biorefinery. The findings confirm the potential of this feedstock to mitigate land abandonment on the coasts of the Mediterranean basin.

The Legacy of the Wright State University Aerospace Medicine Residency Program.

INTRODUCTION: In the mid-1970s, NASA required a robust training program for physicians responsible for the medical needs of the Shuttle astronauts. Personnel at NASA worked closely with academicians and subject matter experts at Wright State University (WSU) to develop and establish a residency program in aerospace medicine. This academic training program was initiated in 1978 and closed in 2018. The objective of this historical piece is to catalog, for posterity, the impact this training program has had on national and international human spaceflight and aviation. METHODS: A thorough review of all available historical documents and oral histories provided by contemporaries were reviewed in detail, including a search of every available residents thesis and all available historical documents and reports at WSU and NASA Headquarters. RESULTS: Over the past 40 yr, WSU has graduated 172 individuals with an M.S. degree focused on aerospace medicine, of which 84 were residents. Nearly 50 of these residents have worked closely with NASA. Many others became integrated into academia, the aviation industry, or international space programs. DISCUSSION: With the growth in interest for government and commercial spaceflight, the field of aerospace medicine is poised to grow. Although it is not well known outside of the Aerospace Medicine community, the legacy of this pioneering, 40-yr civilian-based program is of significant value. If not recorded in an easily locatable and accessible manner, many of the challenges and outcomes from this residency could be lost until future generations have to spend the money, time, and effort to relearn them. Doarn CR, Shimada K, Shepanek M. The legacy of the Wright State University Aerospace Medicine Residency program. Aerosp Med Hum Perform. 2021; 92(9):744750.

Emissions trading in the aviation and maritime sector: Findings from a revised taxonomy

Market-Based Measures (MBMs) and especially emissions trading schemes (ETS) have been considered by the International Maritime Organization (IMO), as a supplementary set of initiatives to decarbonize international shipping.While respective decisions of the IMO are still pending, the global aviation industry has already accumulated experiences from ETS operations; hence the knowledge transfer is possible as this research field is largely unexplored. This paper aims to provide a detailed literature review of studies investigating the EU Emissions Trading System (EU ETS) for aviation and the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) as well as to deliver a taxonomy of ETS design and its effects. The findings are then compiled and clustered according to the taxonomy and explored in detail. Moreover, this paper discusses findings of this taxonomy that could support further on MBM in international shipping, such as important implications, and provisions for carbon financial market design.

Revising the EU ETS and CORSIA in times of the COVID-19 pandemic: challenges for reducing global aviation emissions

ABSTRACT Since fast-growing emissions from the aviation sector have become a major contributor to climate change, global efforts have been undertaken to reduce them effectively. The European Union Emissions Trading System (EU ETS) and the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) are two existing market-based measures (MBMs) for addressing aviation emissions, whose implementation has been affected by the Coronavirus 2019 (COVID-19) pandemic. This article aims to examine challenges that the pandemic has posed on both systems by assessing the policy options for revising the EU ETS provisions on aviation, as well as the political debates regarding amendment to the CORSIA design in June 2020. Key policy insights From the environmental, economic and international perspectives, none of the six policy options proposed in the Inception Impact Assessment regarding future implementation of CORSIA alongside the EU ETS is optimal to achieving the EU’s multiple goals in revising its ETS. This article recommends the adoption of a hybrid option, which would help maintain international intra-EU/European Free Trade Association (EFTA) flights under the EU ETS scope to achieve EU climate targets and at the same time still integrate some features of CORSIA’s design in implementation. Concerning the reduction of free allowances for aviation, the swift phase-out option should be considered in conjunction with plans to develop sustainable aviation fuels (SAFs). While long-term effects of the pandemic on the effectiveness of CORSIA remain to be seen, its immediate impacts can be noticed in the weakening of this scheme’s credibility and stability in implementation.

Spatiotemporal variation of the worldwide air transportation network induced by COVID-19 pandemic in 2020

This paper studies the spatiotemporal variation of the worldwide air transportation network (WATN) induced by the COVID-19 pandemic in 2020. The variations are captured from four perspectives: passenger throughput, network connectivity, airport centrality, and international connections. Further, this work also considers both global and local connectivity-based metrics for the network analysis. Supported by real-world data, we show that the performance of the WATN has experienced a dynamic pattern of decline and recovery in 2020. Interestingly, the network metrics undergo tremendous variations in a very short period after the World Health Organization declared COVID-19 as a pandemic, with the number of flights and connections dropping by more than 40% within only the first four weeks. Intuitively, the passenger throughput's changing rate is highly correlated to confirmed cases' growth rate during the early period of the COVID-19 outbreak. However, the air transport response to the pandemic condition is very diverse among different countries. The major airports in the WATN fluctuate gradually in different pandemic stages, which is further influenced by the domestic pandemic situation that restricts airport operations. Also, the restoration speed of local connectivity is faster than that of global connectivity because the recovery of international aviation is geographically dependent on different policies of travel restriction, conditional openings, and the number of COVID-19 cases. The analysis deepens our understanding to formulate bilateral policies for pandemic-induced ATN design and management.

How can microbiology help to improve sustainability in the fashion industry?

The way we make, use, and throw away our clothes and other textile products is unsustainable. Textile production is among the most pollutant industrial activity, consuming lake-sized volumes of fresh water, discharging hazardous chemicals, creating microplastic pollution from synthetic fibers, consuming unrenewable resources, and contributing more to climate change than international aviation and shipping combined. So, new technologies need to be applied throughout the textile production chain to minimize the environmental impact. The answer for the change can be in microorganisms. Microbial enzymes, powerful catalysts, can substitute chemicals during several processing steps, as well as, they can work in solid and water waste treatment. Microorganisms can produce biopigments that can confer color to fibers instead of synthetic dyes. The versatile metabolisms of microorganisms can be explored to produce new products from textile waste, like bioethanol, or produce new material as bacterial cellulose and recombinant silk. Even the entire microbial cell can be used as intelligent composites. This review aims to show how microorganisms offer several opportunities to improve the sustainability of the textile industry and expose the idea that microorganisms may support the future of the textile/fashion industry.

Would CORSIA implementation bring carbon neutral growth in aviation? A case of US full service carriers

In this study, we develop an econometric model to identify and investigate the determinants of carbon emission by full-service airline carriers for international transportation. The econometric model explores the CO2 emission determinants for the three largest full-service carriers in the US aviation sector. The econometric model uses the fixed effect panel data regression technique to investigate the causal relationship between aviation carbon emission and its determinants. Based on the significant determinants and major technological innovation-based factors, we further design a simulation model to gauge the impact of each attribute on total carbon emissions of the airlines when the Carbon Offsetting and Reduction Scheme in International Aviation (CORSIA) is implemented. The findings suggest that the adoption of alternative biofuels and CORSIA implementation are necessary steps towards a carbon neutral future. Useful insights on route configuration and adoption of fuel-efficient aircraft fleet are also discussed.

Boeing’s Jedi Mind Tricks: Discursive Framing and the Dark Side of Institutional Entrepreneurship

Although organizational studies have hinted at a dark side of institutional entrepreneurship, little is known about how actors creatively deceive regulative agencies in the pursuit of private interests. To unearth such deceptive strategies, we conduct a framing analysis of the discourses with respect to training certification of the Boeing 737 MAX aircraft. Our analysis reveals strategies used by Boeing employees to deceive the FAA and international aviation regulative bodies into accepting major flight software changes as only minor additions to the prior-generation aircraft. We also identify the microscopic strategies in preventing and suppressing resistance from within Boeing. The dark side of institutional entrepreneurship employed by Boeing employees ultimately contributed to technological catastrophes (i.e., Boeing 737 MAX crashes).