Journal articles on the topic 'Aviation meteorological factors'
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1
Moiseeva, Natalia, Gennady Kovalenko, and Vladimir Demchuk. "Methodological issues of improving the system of meteorological support of aviation for agricultural purposes." E3S Web of Conferences 222 (2020): 01013. http://dx.doi.org/10.1051/e3sconf/202022201013.
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The direction of the agro-industrial complex development is considered through the use of agricultural aviation and unmanned aerial vehicles, in particular, the issues of integrated application of methods for meteorological conditions forecasting for solving problems of meteorological support for agricultural aviation are considered. The analysis of the impact of climate change on the development of dangerous weather events and complex weather conditions in areas located in different geographical zones was carried out, and their regional specificity was revealed. The identified climatic features of the considered areas indicate the priority importance of developing a regional observation network. It is assumed that the development and technical modernization of the meteorological network will significantly increase the efficiency of meteorological support for the agro-industrial complex. The article also discusses the use of various types of meteorological information in the model of regional meteorological support for aircraft flights in agricultural areas proposed by the authors. The model is based on a systematic approach in which the “crew - aircraft” system is considered as a single dynamic system that is continuously influenced by changing environmental factors.
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Rybalkina, A. L., A. S. Spirin, and E. I. Trusova. "REDUCING INFLUENCE OF ADVERSE EXTERNAL CONDITIONS IN THE LOCAL AIRPORTS." Civil Aviation High TECHNOLOGIES 21, no. 3 (July 3, 2018): 101–14. http://dx.doi.org/10.26467/2079-0619-2018-21-3-101-114.
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The problem of the unfavorable weather conditions impact on aircraft, including electric discharges on aircraft, continues to be relevant. For the successful implementation of flights, aviation as a type of transport should ensure safety, regularity and economy of air transportation. The aerial meteorology always takes an active part in above problems solution, since flight safety depends on timely prediction of unfavorable weather conditions. Modern airfield and aircraft equipment, as well as a new meteorological technique, helped to improve flight safety and reduce the number of accidents associated with adverse weather conditions, but this did not solve all the problems of civil aviation meteorological support. This problem is especially acute in small airports, where there are often no means of meteorological support and warnings about dangerous weather phenomena or they are insufficient. The article analyzes various unfavorable weather conditions, their influence on aircraft, provides statistics related to unfavorable weather conditions of aviation accidents, and shows the proportion of meteorological conditions among the factors affecting safety. Particular attention is paid to the problem of electric discharges to aircraft. The consequences of electric discharges on aircraft, as well as weather conditions contributing to electric discharges, are analyzed. In order to improve flight safety at local airports, it is proposed to create mobile units for collecting, processing and transmitting meteorological information that is territorially spread over the aerodrome zone; it allows to create mobile meteorological radar network. The structural scheme of the deployment of the mobile network for meteorological radars is given.
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Natiq qızı Nurullazadə, Fidan. "Evaluation of flight conditions at tropopause level." NATURE AND SCIENCE 07, no. 02 (April 23, 2021): 49–52. http://dx.doi.org/10.36719/2707-1146/07/49-52.
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High-quality organization of meteorological support along the flight routes, increasing its efficiency depends on many factors. These factors include the moderate and high intensity turbulence observed in the middle and upper flight echelons, icing, jet streams, volcanic ash clouds and their distribution areas, tropopause level, its altitude, and others. In the pre-flight preparation phase, the meteorological body provides meteorological support for all types of domestic and international flights planned in the middle and upper troposphere. The organization of flight efficiency and economic profitability depends on the high-quality forecast of the above-mentioned meteorological factors. The article analyzes the characteristics of weather conditions that affect flights in the middle and upper troposphere. The main recommendations and requirements of Annex 3 (ANEX 3) and its amendments (Amendment 79), ICAO's guidelines for meteorological support for international air navigation, are relevant to many of the issues discussed in this article. Key words: turbulence, jet stream, volcanic ash, aircraft, tropopause, aviation, flight echelon, pressure, wind, temperature, meteorological support, flight route
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Ayiei, Ayiei, John Murray, and Graham Wild. "Visual Flight into Instrument Meteorological Condition: A Post Accident Analysis." Safety 6, no. 2 (April 9, 2020): 19. http://dx.doi.org/10.3390/safety6020019.
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The phenomenon of encountering instrument meteorological conditions (IMCs) while operating an aircraft under visual flight rules (VFRs) remains a primary area of concern. Studies have established that pilots operating under VFRs that continue to operate under IMCs remains a significant cause of accidents in general aviation (GA), resulting in hundreds of fatalities. This research used the Australian Transport Safety Bureau (ATSB) database, which contained a total of 196 VFR to IMC occurrences, from 2003 to 2019, with 26 having formal reports. An explanatory design was adopted, commencing with a qualitative study of the 26 occurrences with reports followed by a quantitative study of all 196 occurrences. Factors investigated included the locations and date of the occurrences, involved aircraft (manufacturer, model, type), pilot details (licenses, ratings, h, and medical), number of fatalities, and causal factors. Fisher’s exact tests were used to highlight significant relationships. Results showed occurrences were more likely to end fatally if (1) they involved private operations, (2) pilots only had a night VFR rating, (3) the pilot chose to push on into IMCs, (4) the pilot did not undertake proper preflight planning consulting aviation weather services, and (5) the pilot had more than 500 h of flight experience. Further results showed occurrences were less likely to end fatally if the meteorological condition was clouds without precipitation, if the pilot held a full instrument rating, or the pilot was assisted via radio. Analysis of the data using the Human Factors Analysis and Classification System (HFACS) framework revealed that errors and violations occur with slightly greater frequency for fatal occurrences than non-fatal occurrences. Quantitative analyses demonstrated that the number of VFR to IMC occurrences have not decreased even though initiatives have been implemented in an attempt to address the issue.
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Zhang, Jing, Pengguo Zhao, Xiuting Wang, Jie Zhang, Jia Liu, Bolan Li, Yunjun Zhou, and Hao Wang. "Main Factors Influencing Winter Visibility at the Xinjin Flight College of the Civil Aviation Flight University of China." Advances in Meteorology 2020 (October 19, 2020): 1–13. http://dx.doi.org/10.1155/2020/8899750.
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Utilizing routine hourly meteorological data of Xinjin Airport and daily average PM2.5 concentration data for Chengdu, winter visibility characteristics at Xinjin Airport between 2013 and 2017 and their relationship with meteorological conditions and particulate matter were analyzed. Between 2013 and 2017, the average winter visibility in Xinjin Airport was lowest in January, followed by that in December. The occurrence frequency of haze days in winter was much higher than that of nonhaze (clean) days, being 90.2% and 9.8%, respectively. These were mainly mild haze days, with an occurrence frequency of 44.4%, while severe haze days occurred the least, with a frequency of 7.7%. The linear and nonlinear relationships between winter visibility, meteorological factors, and PM2.5 were measured using daily data in winter from 2013 to 2016. The linear correlation between PM2.5 concentration and visibility was the most evident, followed by that of relative humidity. Visibility had a higher nonlinear correlation with PM2.5 concentration, relative humidity, and dew point depression. When relative humidity was between 70% and 80%, the negative correlation between visibility and PM2.5 concentration was the most significant and could be described by a power function. The multivariate linear regression equation of PM2.5 concentration and relative humidity could account for 65.9% of the variation in winter visibility, and the multivariate nonlinear regression equation of PM2.5 concentration, relative humidity, and wind speed could account for 68.1% of the variation in winter visibility. These two equations reasonably represented the variation in winter visibility in 2017.
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Korablev, Yu N. "Operational notifying aircraft crew about dangerous meteorological phenomena in the zones of arctic landing sites." Civil Aviation High TECHNOLOGIES 21, no. 5 (October 28, 2018): 137–49. http://dx.doi.org/10.26467/2079-0619-2018-21-5-137-149.
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Meteorological support for aviation is an essential element of an integrated system for air traffic management as incorrect meteorological information about hazardous meteorological conditions has a significant impact on the level of flight safety and on all aspects of air traffic management. At present, a number of decisions have been taken at the state level in Russia, according to which a large-scale program is being implemented to develop the infrastructure of the Far North and the Arctic regions, the development of territories, the coast of the Northern Sea Route, and the development of mineral deposits. The climate of the Arctic is one of the severest on Earth. The instability of the meteorological situation is expressed in a sharp change in the wind direction and speed, a decrease in the height of the cloud cover, the rapid inflow of fog from the sea on the coast. Strong winds cause a snowstorm and drifting snow, in summer, under the influence of a powerful cyclone, a sudden increase in air temperature is possible. These natural factors together create adverse, at times extreme climatic conditions, which lead to the emergence of meteorological hazards dangerous to aviation. These phenomena are difficult to predict and significant in terms of impact. Making landing and takeoff in the Arctic, as a rule, is associated with an increased risk. This is due to the fact that temporary aerodromes and landing sites have minimal aerodrome equipment, meteorological provision is almost completely or partially not available, there are no statistical data on weather peculiarities at the place of take-off and landing. The problem of servicing landing sites is the use of outdated equipment, lack or inability of permanent maintenance staff residing in the area. Taking into account the above facts, for effective and safe use of aviation in the Arctic region, it is necessary to automate as much as possible the processes of obtaining, processing and reporting to the crews data on the meteorological situation in the area of the landing site and on the flight route. The article discusses the need to use automated systems for collecting, processing and transmitting meteorological information to inform crews of aircraft carrying out take-offs and landings in the areas of aircraft and helicopter landing areas of the Arctic zone about the state of the surface layer of the atmosphere and the altitudes where icing is possible.
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Yang, Chang Qi, and Wei He. "Based on the State of Emergency Safety Assessment Method of Airlines Dispatch Operation." Advanced Materials Research 1006-1007 (August 2014): 441–46. http://dx.doi.org/10.4028/www.scientific.net/amr.1006-1007.441.
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The research of this paper is based on the domestic airline operational control that exist variety of factors under the state of emergency, such as emergent meteorological conditions, flight flow and alternate airport security conditions, the potential human factors and organizational management operation, in order to establish the correct hierarchy model, we analyzing the inherent correlation of these explicit and implicit factors which impact on the dispatch release work, then apply these factors to the Bayesian network structure and use Gaussian normal distribution to solve mean value and mean square error to determine the weight for influence factors so that run a aviation safety assessment for dispatch operation, it can help the company to propose targeted security operating strategy.
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Zhu, Jiahui, Haijiang Wang, Jing Li, and Zili Xu. "Research and Optimization of Meteo-Particle Model for Wind Retrieval." Atmosphere 12, no. 9 (August 30, 2021): 1114. http://dx.doi.org/10.3390/atmos12091114.
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As the aviation industry has entered a critical period of development, the demand for Automatic Dependent Surveillance Broadcast (ADS-B) technology is becoming increasingly urgent. Real-time detection of aviation wind field information and the early warning of wind field shear by atmospheric sounding system are two important factors related to the safe operation of aviation and airport. According to the advantages of ADS-B and Mode S data, this paper uses the Meteo-Particle (MP) model proposed by Sun et al., in their previous research to retrieve high-altitude wind field. Comparing the precision and accuracy of wind field retrieved results, and the optimization parameters of MP model suitable for meteorological model are further studied. To solve the problem of incomplete wind field coverage obtained by retrieval, an extrapolation algorithm of wind field is proposed. The results show that: (1) a comprehensive evaluation index is introduced, which can more effectively evaluate the comprehensive difference of wind field retrieval results in wind speed and direction. (2) The adaptability results of MP model in different periods and altitudes provide some reference for the research of other scholars. (3) The new parameter setting can improve the accuracy of the retrieved results, and the appropriate extrapolation of wind field fills in the blank part of aviation and meteorology.
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Berendschot, Quirijn, Yolanda Ortiz, Beth Blickensderfer, Richard Simonson, and Nicholas DeFilippis. "How to Improve General Aviation Weather Training: Challenges and Recommendations for Designing Computer-Based Simulation Weather Training Scenarios." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 62, no. 1 (September 2018): 1792–95. http://dx.doi.org/10.1177/1541931218621406.
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General Aviation (GA) accounts for most of the weather-related accidents in the United States. This may be due to several factors, such as inadequate weather knowledge and a lack of exposure to meteorological conditions. Currently, GA pilots are taught the theory on how to interpret weather charts and avoid weather systems; however, they receive little to no practice in such conditions. While simulation technology may be the solution, current GA flight training scenarios do not incorporate the effects of weather on simulated flight performance. Furthermore, these scenarios are designed for use on advanced simulators which GA pilots may not have access to. Therefore, this paper proposes the use of desktop simulation technology to provide GA pilots the opportunity to practice encounters of various meteorological conditions, such as low ceilings and visibility. This paper will also provide recommendations for developing such computer-based weather training scenarios.
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Rybalkina, Alexandra L., Elena I. Trusova, and Valery D. Sharov. "RISK ASSESSMENT METHODOLOGY FOR A FORTHCOMING FLIGHT OF HELICOPTERS TAKING INTO ACCOUNT UNFAVORABLE METEOROLOGICAL CONDITIONS." Civil Aviation High TECHNOLOGIES 21, no. 6 (December 26, 2018): 124–40. http://dx.doi.org/10.26467/2079-0619-2018-21-6-124-140.
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The task to provide flight safety is solved both at the stage of design and manufacture of aircraft and during its operation. Flight safety is influenced by three groups of factors: a human factor, a technical factor and marginal ambient conditions. In spite of the fact that only about 3% of aviation accidents are caused by marginal ambient conditions, in many cases there was a combination of the human factor as the main one with the availability of the accompanying unfavorable external conditions, especially marginal weather conditions. The article provides a comparative analysis of a flight safety factor in commercial civil aviation in the Russian Federation and the United States and analyzes accident statistics caused by adverse meteorological conditions. Since the greatest number of accidents related to marginal weather conditions occurred with helicopters, the article has highlighted the possibility of increasing helicopter flight safety by creating a methodology for risk assessment associated with the influence of adverse weather conditions before the flight operation. Risk assessment techniques, such as the ICAO Risk Assessment Matrix, the CFIT checklist, FRAT, have been analyzed and the feasibility of using the FRAT methodology has been demonstrated. On the basis of the FRAT methodology after updating the section "Operating conditions of the aircraft", a risk assessment methodology for the forthcoming flight of helicopters was obtained. A risk level admissibility scale for the forthcoming flight was proposed to interpret the obtained values of the risk level.
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Kulakov, M. V., and I. A. Chekhov. "Analysis of the coordination technology between ATC at the boundaries of control exchange." Civil Aviation High TECHNOLOGIES 21, no. 5 (October 28, 2018): 23–32. http://dx.doi.org/10.26467/2079-0619-2018-21-5-23-32.
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Due to the constantly increasing intensity of the air traffic flow, the capacity of a particular sector of airspace reaches its predetermined value. More than 60% of all air traffic of the Russian Federation falls on the Moscow airspace and its intensity is constantly growing. The effective organization of air traffic in an aviation hub control area depends on the ability of air traffic controllers to correctly align the order of arrival and departure of aircraft with the existing traffic intensity, prohibitions and restrictions, meteorological conditions and other factors. This article considers the problematic aspects of the coordination between ATC units, leading to delays in departing and approaching aircraft, affecting the safety, efficiency and regularity of air traffic. The rules of coordination between adjacent ATC sectors, providing aerodrome dispatching service in the Russian Federation are described. The description of the coordination process between the Ostafievo Airport ATCs and the controllers of adjacent dispatch centers is given. These adjacent ATCs are the following: the Vnukovo-Radar, the Domodedovo-Radar, the FIS Vnukovo-1 and the FIS Vnukovo-2, also the ATC Tower of the state aviation. The analysis of the existing technology of ATC coordination in one aviation hub is carried out. Recommendations for improving the effectiveness of the coordination system between ATC units are presented.
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Matthias, Volker, Markus Quante, Jan A. Arndt, Ronny Badeke, Lea Fink, Ronny Petrik, Josefine Feldner, et al. "The role of emission reductions and the meteorological situation for air quality improvements during the COVID-19 lockdown period in central Europe." Atmospheric Chemistry and Physics 21, no. 18 (September 21, 2021): 13931–71. http://dx.doi.org/10.5194/acp-21-13931-2021.
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Abstract. The lockdown measures taken to prevent a rapid spreading of the coronavirus in Europe in spring 2020 led to large emission reductions, particularly in road traffic and aviation. Atmospheric concentrations of NO2 and PM2.5 were mostly reduced when compared to observations taken for the same time period in previous years; however, concentration reductions may not only be caused by emission reductions but also by specific weather situations. In order to identify the role of emission reductions and the meteorological situation for air quality improvements in central Europe, the meteorology chemistry transport model system COSMO-CLM/CMAQ was applied to Europe for the period 1 January to 30 June 2020. Emission data for 2020 were extrapolated from most recent reported emission data, and lockdown adjustment factors were computed from reported activity data changes, e.g. Google mobility reports. Meteorological factors were investigated through additional simulations with meteorological data from previous years. The results showed that lockdown effects varied significantly among countries and were most prominent for NO2 concentrations in urban areas with 2-week-average reductions up to 55 % in the second half of March. Ozone concentrations were less strongly influenced (up to ±15 %) and showed both increasing and decreasing concentrations due to lockdown measures. This depended strongly on the meteorological situation and on the NOx / VOC emission ratio. PM2.5 revealed 2 %–12 % reductions of 2-week-average concentrations in March and April, which is much less than a different weather situation could cause. Unusually low PM2.5 concentrations as observed in northern central Europe were only marginally caused by lockdown effects. The lockdown can be seen as a big experiment about air quality improvements that can be achieved through drastic traffic emission reductions. From this investigation, it can be concluded that NO2 concentrations can be largely reduced, but effects on annual average values are small when the measures last only a few weeks. Secondary pollutants like ozone and PM2.5 depend more strongly on weather conditions and show a limited response to emission changes in single sectors.
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Fernández-González, Sergio, José Luis Sánchez, Estíbaliz Gascón, Laura López, Eduardo García-Ortega, and Andrés Merino. "Weather Features Associated with Aircraft Icing Conditions: A Case Study." Scientific World Journal 2014 (2014): 1–18. http://dx.doi.org/10.1155/2014/279063.
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In the context of aviation weather hazards, the study of aircraft icing is very important because of several accidents attributed to it over recent decades. On February 1, 2012, an unusual meteorological situation caused severe icing of a C-212-200, an aircraft used during winter 2011-2012 to study winter cloud systems in the Guadarrama Mountains of the central Iberian Peninsula. Observations in this case were from a MP-3000A microwave radiometric profiler, which acquired atmospheric temperature and humidity profiles continuously every 2.5 minutes. A Cloud Aerosol and Precipitation Spectrometer (CAPS) was also used to study cloud hydrometeors. Finally, ice nuclei concentration was measured in an isothermal cloud chamber, with the goal of calculating concentrations in the study area. Synoptic and mesoscale meteorological conditions were analysed using the Weather Research and Forecasting (WRF) model. It was demonstrated that topography influenced generation of a mesolow and gravity waves on the lee side of the orographic barrier, in the region where the aircraft experienced icing. Other factors such as moisture, wind direction, temperature, atmospheric stability, and wind shear were decisive in the appearance of icing. This study indicates that icing conditions may arise locally, even when the synoptic situation does not indicate any risk.
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Méri, Ladislav, Ladislav Gaál, Juraj Bartok, Martin Gažák, Martin Gera, Marián Jurašek, and Miroslav Kelemen. "Improved Radar Composites and Enhanced Value of Meteorological Radar Data Using Different Quality Indices." Sustainability 13, no. 9 (May 9, 2021): 5285. http://dx.doi.org/10.3390/su13095285.
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Radar measurements are inherently affected by various meteorological and non-meteorological factors that may lead to a degradation of their quality, and the unwanted effects are also transferred into composites, i.e., overlapping images from different radars. The paper was aimed at answering the research question whether we could create ‘cleaner’ radar composites without disturbing features, and if yes, how the operational practice could take advantage of the improved results. To achieve these goals, the qRad and qPrec software packages, based on the concept of quality indices, were used. The qRad package estimates the true quality of the C-band radar volume data using various quality indices and attempts to correct some of the adverse effects on the measurements. The qPrec package uses a probabilistic approach to estimate precipitation intensity, based on heterogeneous input data and quality-based outputs of the qRad software. The advantages of the qRad software are improved radar composites, which offer benefits, among others, for aviation meteorology. At the same time, the advantages of the qPrec software are manifested through improved quantitative precipitation estimation, which can be translated into hydrological modeling or climatological precipitation mapping. Beyond this, the developed software indirectly contributes to sustainability and environmental protection—for instance, by enabling fuel savings due to the more effective planning of flight routes or avoiding runway excursions due to information on the increased risk of aquaplaning.
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Kachalkin, A. J., D. A. Guskov, and I. A. Zhilchuk. "MODEL OF SUPPORTING THE ADOPTION OF METEO-DEPENDENT SOLUTIONS FOR THE IMPLEMENTATION OF TASKS BY AVIATION FORMATIONS TAKING INTO ACCOUNT THE INFLUENCE OF METEOROLOGICAL FACTORS." Proceedings of the Russian State Hydrometeorological University, no. 54 (2019): 5–15. http://dx.doi.org/10.33933/2074-2762-2019-54-9-15.
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Sun, Mengyuan, Yong Tian, Yao Zhang, Muhammad Nadeem, and Can Xu. "Environmental Impact and External Costs Associated with Hub-and-Spoke Network in Air Transport." Sustainability 13, no. 2 (January 6, 2021): 465. http://dx.doi.org/10.3390/su13020465.
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Under the background of economic globalization, the air transport industry developed rapidly. It turns out that the city-to-city network has not been able to adapt well to the development of the society, and the hub-and-spoke network came into being. The hub-and-spoke network demonstrates the advantages of reducing the operating costs of airlines to keep a competitive advantage, and by maintaining the interests of airlines in the rapidly developing context. However, during the operation of aircrafts, they consume fuel and spew a great deal of harmful pollutants into the air, which has an adverse impact on the living environment. This paper explores the impact and external costs associated with hub-and-spoke network in air transport from an environmental perspective. With some mathematical models, we construct a hub-and-spoke network and take a quantitative study on the environmental impact of air transport. For calculating pollutant emissions, meteorological conditions were considered to revise the pollutant emission factors of the Engine Emissions Data Base (EEDB) published by International Civil Aviation Organization (ICAO). The environmental external costs measurement model is employed to calculate the externality of toxic gas and greenhouse gas (GHG). In order to make the study more convincing, two alternative networks are computed: hub-and-spoke network and city-to-city network. It is found that the hub-and-spoke network is associated with poorer environmental impact and environmental external costs because of the different network characteristics and the scale of the fleets. Therefore, under the general trend of green aviation, the environmental impact and environmental external costs associated with hub-and-spoke network in air transport provides a certain reference for airlines’ strategic decision-making.
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Henken, Cintia Carbajal, Maurice J. Schmeits, Hartwig Deneke, and Rob A. Roebeling. "Using MSG-SEVIRI Cloud Physical Properties and Weather Radar Observations for the Detection of Cb/TCu Clouds." Journal of Applied Meteorology and Climatology 50, no. 7 (July 2011): 1587–600. http://dx.doi.org/10.1175/2011jamc2601.1.
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AbstractA new automated daytime cumulonimbus/towering cumulus (Cb/TCu) cloud detection method for the months of May–September is presented that combines information on cloud physical properties retrieved from the Spinning Enhanced Visible and Infrared Imager (SEVIRI) on board Meteosat Second Generation (MSG) satellites and weather radar reflectivity factors. First, a pixel-based convective cloud mask (CCM) is constructed on the basis of cloud physical properties [cloud-top temperature, cloud optical thickness (COT), effective radius, and cloud phase] derived from SEVIRI. Second, a logistic regression model is applied to determine the probability of Cb/TCu clouds for the collection of pixels that pass the CCM. In this model, MSG-SEVIRI cloud physical properties and weather radar reflectivity factors are used as potential predictor sources. The predictand is derived from aviation routine weather reports (METAR) made by human observers at Amsterdam Airport Schiphol for 2004–07. Results show that the CCM filters out >70% of the “no” events (no Cb/TCu cloud) and that >93% of the “yes” events (Cb/TCu cloud) are retained. Most skillful predictors are derived from radar reflectivity factors and the COT of high resolution. The derived probabilities from the combined MSG and radar method clearly show skill over sample climatology. Probability thresholds are used to convert derived probabilities into derived group memberships (i.e., yes/no Cb/TCu clouds). When comparing verification scores between the combined MSG and radar method and either the radar-only method or the MSG-only method, the combined MSG and radar method shows slightly better performance. When comparing the combined MSG and radar method with the current Royal Netherlands Meteorological Institute (KNMI) radar-based Cb/TCu cloud detection method, the two methods show comparable probability of detection, but the former shows a false-alarm ratio that is about 8% lower. Moreover, a big advantage of the newly developed method is that it provides probabilities, in contrast to the current KNMI method.
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Harada, Akinori, Tooru Ezaki, Tomoaki Wakayama, and Koichi Oka. "Air Traffic Efficiency Analysis of Airliner Scheduled Flights Using Collaborative Actions for Renovation of Air Traffic Systems Open Data." Journal of Advanced Transportation 2018 (June 7, 2018): 1–14. http://dx.doi.org/10.1155/2018/2734763.
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The increase in air traffic worldwide requires improvement of flight operational efficiency. This study aims to reveal the potential benefits, namely, savings on fuel consumption and flight time, which are expected for Japanese airspace, by statistically evaluating the operational efficiency defined by average differences of fuel consumption, flight time, and flight distance between the original and the optimized flight of domestic flights in Japan. The aircraft position and time data used in this study were obtained from Collaborative Actions for Renovation of Air Traffic Systems Open Data—the radar data released by the Japan Civil Aviation Bureau. Flight information, such as air data and fuel flow, is estimated by applying meteorological data and aircraft performance model to the position information of radar data. Each reconstructed trajectory is optimized in terms of flight fuel consumption and flight time with an assumed cost index (CI). Dynamic programming is used as the trajectory optimization method. The flight fuel consumption and flight time of the optimized flight are compared with the original values to evaluate the operational efficiency. Herein, approximately one-third of 1-day data, i.e., 1087 cases of four aircraft types, are analyzed with reasonable CI settings. Our research findings suggest that flight fuel consumption and flight distance can be saved by 312 kg and 19.7 km, respectively, on average for the object flights. Following a statistical comparison between the original and the optimized flights, it was observed that two types of features, namely, flying on a detoured path and flying with nonoptimal altitude and speed in the cruise phase, are major factors which deteriorate the total operational efficiency in terms of fuel consumption, flight time, and flight distance.
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Kaewunruen, Sakdirat, Jessada Sresakoolchai, and Yue Xiang. "Identification of Weather Influences on Flight Punctuality Using Machine Learning Approach." Climate 9, no. 8 (August 6, 2021): 127. http://dx.doi.org/10.3390/cli9080127.
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One of the top long-term threats to airport resilience is extreme climate-induced conditions, which negatively affect the airport and flight operations. Recent examples, including hurricanes, storms, extreme temperatures (cold/hot), and heavy rains, have damaged airport facilities, interrupted air traffic, and caused higher operational costs. With the development of civil aviation and the pre-COVID-19 surging demand for flights, the passengers’ complaints of flight delay increased, according to FoxBusiness. This study aims to discover the weather factors affecting flight punctuality and determine a high-dimensional scale of consequences stemming from weather conditions and flight operational aspects. Machine learning has been developed in correlation with the weather and statistical data for operations at Birmingham Airport as a case study. The cross-correlated datasets have been kindly provided by Birmingham Airport and the Meteorological Office. The scope and emphasis of this study is placed on the machine learning application to practical flight punctuality prediction in relation to climate conditions. Random forest, artificial neural network, support vector machine, and linear regression are used to develop predictive models. Grid-search and cross-validation are used to select the best parameters. The model can grasp the trend of flight punctuality rates well where R2 is 0.80 and the root mean square error (RMSE) is less than 15% using the model developed by random forest technique. The insights derived from this study will help Airport Authorities and the Insurance industry in predicting the scale of consequences in order to promptly enact and enable adaptative airport climate resilience plans, including air traffic rescheduling, financial resilience to climate variances and extreme weather conditions.
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Guevara, Marc, Oriol Jorba, Albert Soret, Hervé Petetin, Dene Bowdalo, Kim Serradell, Carles Tena, et al. "Time-resolved emission reductions for atmospheric chemistry modelling in Europe during the COVID-19 lockdowns." Atmospheric Chemistry and Physics 21, no. 2 (January 20, 2021): 773–97. http://dx.doi.org/10.5194/acp-21-773-2021.
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Abstract. We quantify the reductions in primary emissions due to the COVID-19 lockdowns in Europe. Our estimates are provided in the form of a dataset of reduction factors varying per country and day that will allow the modelling and identification of the associated impacts upon air quality. The country- and daily-resolved reduction factors are provided for each of the following source categories: energy industry (power plants), manufacturing industry, road traffic and aviation (landing and take-off cycle). We computed the reduction factors based on open-access and near-real-time measured activity data from a wide range of information sources. We also trained a machine learning model with meteorological data to derive weather-normalized electricity consumption reductions. The time period covered is from 21 February, when the first European localized lockdown was implemented in the region of Lombardy (Italy), until 26 April 2020. This period includes 5 weeks (23 March until 26 April) with the most severe and relatively unchanged restrictions upon mobility and socio-economic activities across Europe. The computed reduction factors were combined with the Copernicus Atmosphere Monitoring Service's European emission inventory using adjusted temporal emission profiles in order to derive time-resolved emission reductions per country and pollutant sector. During the most severe lockdown period, we estimate the average emission reductions to be −33 % for NOx, −8 % for non-methane volatile organic compounds (NMVOCs), −7 % for SOx and −7 % for PM2.5 at the EU-30 level (EU-28 plus Norway and Switzerland). For all pollutants more than 85 % of the total reduction is attributable to road transport, except SOx. The reductions reached −50 % (NOx), −14 % (NMVOCs), −12 % (SOx) and −15 % (PM2.5) in countries where the lockdown restrictions were more severe such as Italy, France or Spain. To show the potential for air quality modelling, we simulated and evaluated NO2 concentration decreases in rural and urban background regions across Europe (Italy, Spain, France, Germany, United-Kingdom and Sweden). We found the lockdown measures to be responsible for NO2 reductions of up to −58 % at urban background locations (Madrid, Spain) and −44 % at rural background areas (France), with an average contribution of the traffic sector to total reductions of 86 % and 93 %, respectively. A clear improvement of the modelled results was found when considering the emission reduction factors, especially in Madrid, Paris and London where the bias is reduced by more than 90 %. Future updates will include the extension of the COVID-19 lockdown period covered, the addition of other pollutant sectors potentially affected by the restrictions (commercial and residential combustion and shipping) and the evaluation of other air quality pollutants such as O3 and PM2.5. All the emission reduction factors are provided in the Supplement.
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Zhao, Yijie, and Laxmi Sushama. "Aircraft Takeoff Performance in a Changing Climate for Canadian Airports." Atmosphere 11, no. 4 (April 21, 2020): 418. http://dx.doi.org/10.3390/atmos11040418.
Full textAbstract:
Temperature and wind are major meteorological factors that affect the takeoff and landing performance of aircraft. Warmer temperatures and the associated decrease in air density in future climate, and changes to crosswind and tailwind, can potentially impact aircraft performance. This study evaluates projected changes to aircraft takeoff performance, in terms of weight restriction days and strong tailwind and crosswind occurrences, for 13 major airports across Canada, for three categories of aircraft used for long-, medium- and short-haul flights. To this end, two five-member ensembles of transient climate change simulations performed with a regional climate model, for Representative Concentration Pathway (RCP) 4.5 and 8.5 scenarios, respectively, are analyzed. Results suggest that the projected increases in weight restriction days associated with the increases in daily maximum temperatures vary with aircraft category and airfield location, with larger increases noted for airfields in the south central regions of Canada. Although avoiding takeoff during the warmest period of the day could be a potential solution, analysis focused on the warmest and coolest periods of the day suggests more weight restriction hours even during the coolest period of the day, for these airfields. Though RCP8.5 in general suggests larger changes to weight restriction hours compared to RCP4.5, the differences between the two scenarios are more prominent for the coolest part of the day, as projected changes to daily minimum temperatures occur at a much faster rate for RCP8.5 compared to RCP4.5, and also due to the higher increases in daily minimum temperatures compared to maximum temperatures. Both increases and decreases to crosswind and tailwind are projected, which suggest the need for detailed case studies, especially for those airfields that suggest increases. This study provides useful preliminary insights related to aircraft performance in a warmer climate, which will be beneficial to the aviation sector in developing additional analysis and to support climate change adaptation-related decision-making.
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Agarwal, Akshat, Vincent R. Meijer, Sebastian D. Eastham, Raymond L. Speth, and Steven R. H. Barrett. "Reanalysis-driven simulations may overestimate persistent contrail formation by 100%–250%." Environmental Research Letters 17, no. 1 (January 1, 2022): 014045. http://dx.doi.org/10.1088/1748-9326/ac38d9.
Full textAbstract:
Abstract Model-based estimates of aviation’s climate impacts have found that contrails contribute 36%–81% of aviation’s instantaneous radiative forcing. These estimates depend on the accuracy of meteorological data provided by reanalyses like ECMWF Reanalysis 5th Generation (ERA5) and Modern Era Retrospective analysis for Research and Applications V2 (MERRA-2). Using data from 793 044 radiosondes, we find persistent contrails forming at cruise altitudes in 30° N–60° S are overestimated by factors of 2.0 and 3.5 for ERA5 and MERRA-2, respectively. Seasonal and inter-annual trends are well-reproduced by both models (R2 = 0.79 and 0.74). We also find a contrail lifetime metric is overestimated by 17% in ERA5 and 45% in MERRA-2. Finally, the reanalyses incorrectly identify individual regions that could form persistent contrails 87% and 52% of the time, respectively. These results suggest that contrail models currently overestimate the number and lifetime of persistent contrails. Additional observations are needed for future models in order to provide locally accurate estimates of contrails or to support mitigation strategies.
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Kalagher, Hilary, Alex de Voogt, and Colin Boulter. "Situational Awareness and General Aviation Accidents." Aviation Psychology and Applied Human Factors, August 11, 2021. http://dx.doi.org/10.1027/2192-0923/a000207.
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Abstract. Situational awareness is a concept increasingly used in aircraft accident investigation reports. We analyzed 94 general aviation accidents in which situational awareness was mentioned by the National Transportation Safety Board investigator to determine factors that are significantly more often associated with fatality. We found a consistent use of the situational awareness concept, mainly applied to situations in which aircraft inadvertently collided with each other, with other man-made objects, and with various kinds of terrain. A significantly higher proportion of fatal accidents occurred during nighttime, in instrument meteorological conditions, or low visibility conditions. In addition, flights occurring during the cruise phase or in combination with spatial or geographical disorientation proved most often fatal.
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Alsalous, Osama, and Susan Hotle. "Modeling Arrival Flight Times within the Terminal Airspace." Transportation Research Record: Journal of the Transportation Research Board, May 10, 2021, 036119812110114. http://dx.doi.org/10.1177/03611981211011487.
Full textAbstract:
Air traffic management efficiency in the descent phase of flights is a key area of interest in aviation research for the United States, Europe, and recently other parts of the world. The efficiency of arrival travel times within the terminal airspace is one of nineteen key performance indicators defined by the Federal Aviation Administration (FAA) and the International Civil Aviation Organization, typically within 100 nmi of arrival airports. This study models the relationship between travel time within the terminal airspace and contributing factors using a multivariate log-linear model to quantify the impact that these factors have on the total travel time within the last 100 nmi. The results were compared with the baseline set of variables that are currently used for benchmarking at the FAA. The analyzed data included flight and weather data from January 1, 2018 to March 31, 2018 for five airports in the United States: Chicago O’Hare International Airport, Hartsfield-Jackson Atlanta International, San Francisco International Airport, John F. Kennedy International Airport, and LaGuardia Airport. The modeling results showed that there is a significant improvement in prediction accuracy of travel times compared with the baseline methodology when additional factors, such as wind, meteorological conditions, demand and capacity, ground delay programs, market distance, time of day, and day of week, are included. Root mean squared error values from out-of-sample testing were used to measure the accuracy of the estimated models.