Timely and efficient air traffic flow management (ATFM) is a key issue in future dense air traffic. The emerging demands for unmanned aerial vehicles and general aviation aircraft aggravate the ...burden of the ATFM. Thanks to the advanced automatic dependent surveillance-broadcast (ADS-B) technique, the aerial vehicles can be tracked and monitored in a real-time and accurate manner, providing possibility for establishing a more intelligent ATFM architecture. In this article, we first form an aviation Big Data platform by using the distributed ADS-B ground stations and the obtained ADS-B messages. By exploring the constructed dataset and mapping the extracted information to the routes, the air traffic flow between different cities can be counted and predicted, where the prediction task is implemented on the basis of two machine learning methods, respectively. The experimental results based on real-world data demonstrate that the proposed traffic flow prediction model adopting long short-term memory (LSTM) can achieve better performance, especially when abnormal factors in traffic control are considered.
Abstract
Introduction
Sleep loss and circadian disruption pose a significant risk in safety-sensitive occupations. In aviation, many studies have demonstrated how inflight rest locations influence ...alertness and performance among pilots, but few studies have evaluated cabin crew. The purpose of the present study was to evaluate sleep outcomes among cabin crewmembers sleeping in a bunk compared to a jump seat during one long-haul route.
Methods
Thirty-one (6 male) cabin crewmembers (age M = 30, SD = +/-13) flew the same long-haul route (outbound and return) with a flight duration of 10:41 (± 0:14) hours. Participants were randomly assigned to fly on an aircraft with a bunk or a jump seat for their sleep opportunity. Participants wore an Actiwatch (Phillips-Respironics Spectrum) throughout the entire study and completed a sleep diary at bedtime and upon waking. During flight they completed a nap diary entering the start time of the inflight sleep (if any) and the duration.
Results
Sixty-five flights (32 outbound and 33 return) were included in the analyses. Seventy-seven percent of the flights had a bunk and 23% had a jump seat. Crewmembers obtained M = 146.46 (± 67.20) minutes of rest out of which they slept M = 125.33 (± 64.91) minutes in the bunk. While using the jump seat, crewmembers obtained M = 169.53 (± 133.30) minutes of rest out of which they slept M = 142.92 (± 149.72) minutes. When crewmembers slept in the bunk, sleep latency was shorter (M = 13.69 ± 12.64 minutes) and efficiency was better (M = 76.16 ± 16.09 %) compared to the jump seat (sleep onset: M = 16.77 ± 13.89 minutes; sleep efficiency: M = 60.64 ± 17.42 %).
Conclusion
We found that cabin crewmembers slept for longer time when they used the jump seat. They fell asleep faster and their sleep efficiency was better when using the bunk compared to the jump seat. Further research is needed to understand how sleep quality and subsequent performance are influenced by sleep opportunity in a bunk compared to a jump seat.
Support (if any)
NASA Airspace Operations and Safety Program, System-Wide Safety Project.
Abstract
Introduction
Pilots flying long range (LR; 8-16 hour) and ultra-long range (ULR; 16+ hour on 10% of trips) commercial airline routes use a variety of work/rest schedules during flights, ...resulting in a wide distribution of total inflight sleep time (TIFS) amounts. Since sleep is a strong predictor of performance, it is important to quantify TIFS and determine rest scheme patterns that optimize sleep opportunity and subsequent alertness and performance. Here we report rest schemes for pilots on LR and ULR routes and longer TIFS values than previously reported. These rest schemes can serve as templates to increase TIFS and improve pilot performance, particularly on ULR routes.
Methods
427 commercial airline pilots provided data for this sub-study that was part of a larger study on Fatigue Risk Management System (FRMS) routes. Inflight sleep timing and duration were measured on 3 LR and 5 ULR routes. Inflight sleep times were self-reported in a sleep/work logbook and verified using actigraphy.
Results
Most outbound and inbound landing crews took one break during the second half of the flight (average LR TIFS=4.0 hr; average ULR TIFS=4.9 hr), while most outbound and inbound relief crews consequently took one break during the first half of the flight (average LR TIFS=3.5 hr; average ULR TIFS=4.5 hr). However, three of the five ULR routes used more complex split rest schemes for landing and relief crews, primarily on outbound flights (average TIFS=5.0 hr). Across all routes and both crews, the maximum average TIFS reached ~6 hours.
Conclusion
Our results indicate that pilots on average are sleeping inflight more than previous studies demonstrated. Additionally, we found that crews on some ULR flights used more complicated rest schemes, but still generally preferred 2 or 3 breaks. These findings have implications for airline procedures and aviation policies by showing that pilots may be sleeping longer than originally expected on LR and ULR flights. Recommending rest schemes that allow for the greatest inflight sleep opportunity may provide the best chance for inflight recuperation, especially before the Top of Descent critical phase of flight.
Support (if any)
United Airlines
Aviation gasoline is a fuel for spark-ignition piston internal combustion engines, which are usually used in light aircraft (small aviation and general aviation). This technique is widely used for ...regional and interregional transportation, for the initial training and retraining of aviation staff, for private use, for agricultural purposes, for the development of aviation sports and tourism, and for combat and rescue operations. This article gives some estimates of the production and consumption of aviation gasoline in the EU, North and South America, Asia–Pacific, Africa, and CIS countries. Export possibilities and the reliance on import within different regions are analyzed. Economic indicators for aviation gasoline are calculated by assessing the share of its production in the GDP and per capita consumption. In the context of the transition to unleaded aviation gasoline, the structure of the piston aviation fleet and its readiness for the transition are considered. The paper also analyzes the following existing components of unleaded aviation gasoline: technical capabilities and promising components.
In aviation, accidents are usually highly visible, and as a result aviation has developed standardized methods of investigating, documenting, and disseminating errors and their lessons. Although ...operating theatres are not cockpits, medicine could learn from aviation.
Full text
Available for:
BFBNIB, CMK, NMLJ, NUK, PNG, SAZU, UL, UM, UPUK
Chair's Message Span, Robert S
The Air and space lawyer,
01/2014, Volume:
27, Issue:
2
Journal Article
Peer reviewed
If so, you are enjoying an unparalleled opportunity to network with and learn from leading authorities and industry experts, including preeminent aviation and aerospace lawyers, senior airline ...executives, and key government decision makers. 1 also hope that you were able to attend our Space Law Conference in June in Washington, D.C. Attendees experienced a full day of panel discussions, kicked off by our keynote speaker, NASA General Counsel Sumara M. Thompson-King.
Full text
Available for:
IZUM, KILJ, NUK, PILJ, PNG, PRFLJ, SAZU, UL, UM, UPUK
47.
Chair's Message Span, Robert S
The Air and space lawyer,
01/2014, Volume:
27, Issue:
4
Journal Article
Peer reviewed
...our annual Washington Update Conference will be held on Friday, February 20, 2015, at the Ritz-Carlton Hotel.
Full text
Available for:
IZUM, KILJ, NUK, PILJ, PNG, PRFLJ, SAZU, UL, UM, UPUK
Abstract Global aviation emissions have been growing despite international efforts to limit climate change. Quantifying the status quo of domestic and international aviation emissions is necessary ...for establishing an understanding of current emissions and their mitigation. Yet, a majority of the United Nations framework convention on climate change (UNFCCC)-ratifying parties have infrequently disclosed aviation emissions within the international framework, if at all. Here, we present a set of national aviation emission and fuel burn inventories for these 197 individual parties, as calculated by the high-resolution aviation transport emissions assessment model (AviTeam) model. In addition to CO 2 emissions, the AviTeam model calculates pollutant emissions, including NO x , SO x , unburnt hydrocarbons, black carbon, and organic carbon. Emission inventories are created in aggregated and gridded format and rely on Automatic Dependent Surveillance–Broadcast combined with schedule data. The cumulative global fuel burn is estimated at 291 Tg for the year 2019. This corresponds to CO 2 emissions of 920 Tg, with 306 Tg originating from domestic aviation. We present emissions from 151 countries that have yet to report their emissions for 2019, which sum to 417 TgCO 2 . The improved availability of national emissions data facilitated by this inventory could support mitigation efforts in developed and developing countries and shows that such tools could bolster sector reporting to the UNFCCC.
Fatigue-Related Aviation Mishaps Gaines, Alex R.; Morris, Megan B.; Gunzelmann, Glenn
Aerospace medicine and human performance,
05/2020, Volume:
91, Issue:
5
Journal Article
Peer reviewed
INTRODUCTION: Fatigue is a critical safety issue to U.S. Air Force (USAF) flight and ground crew. Nearly 15 yr of mishap reports were analyzed to determine how fatigue affects USAF operations with ...the goal of improving fatigue risk management policies and tools.METHODS:
Summary data for 19,920 aviation mishap reports dating back to 2003 were collected from the Air Force Safety Automated System (AFSAS). Fatigue-related mishaps were identified based on designations provided within AFSAS. Other metrics examined were characteristics such as timing, cost, and
aircraft metrics, among others. Contingency tables built from these metrics were used to assess fatigue-related trends across the aviation community.RESULTS: While only 3.88% of all mishaps were identified as fatigue-related, they are associated with 2.1 billion of medical expenses
and property damage, or 18% of the 11.7 billion total cost of all mishaps included in the study. Nearly a quarter of the fatigue-related mishaps fall into the most severe mishap category and more than half occurred between 0100 and 0700, local time. Fatigue-related mishaps tended to be more
common for Remotely Piloted Aircraft (RPA) and ground operations.DISCUSSION: Fatigue is very costly to the USAF despite the relatively low incidence rate of fatigue-related mishaps. This is because larger proportions of severe mishaps were found to be fatigue-related. RPA and ground
maintenance operators might be especially susceptible to fatigue and potentially lack adequate fatigue mitigation support and training tailored to their unique operational environment, suggesting a need to improve upon fatigue mitigation tools and strategies.Gaines AR, Morris MB, Gunzelmann
G. Fatigue-related aviation mishaps. Aerosp Med Hum Perform. 2020; 91(5):440447.
Emerging sustainable aircraft technologies—such as sustainable aviation fuel, electric and hydrogen propulsion—are expected to play a major role in the decarbonization of the aviation sector. ...Nevertheless, at present, the exact impact that their deployment will have on the existing operating ecosystem is not yet clear. To shed some light on this area, this paper adopts an exploratory research approach based on the collection of impact assessments through semi-structured interviews with domain experts. In particular, we involve 22 individuals affiliated with the most important stakeholders in the European and American aviation industries, including airlines, airports, aircraft and engine manufacturers, fuel producers, government agencies, universities and research centers, and aviation industry experts. Our results, that are presented in the form of spider charts and tables, provide an exhaustive and comprehensive picture of all the impacts that the examined technologies are expected to have on airline operations, airport operations, and airside airport infrastructure. What emerges is that SAF, even if used in high percentages, is anticipated to have a fairly marginal effect. In contrast, electric and hydrogen aircraft propulsion are foreseen to be much more disruptive, having a similar medium-to-high impact on many operations and parts of the airport infrastructure. In light of this finding, we propose the development of multi-technology airport infrastructural assets as a solution not only for the possible onset of lock-in effects but also for the chicken and egg dilemma currently affecting the sector.
•Impact of sustainable aircraft technologies on the existing operating ecosystem.•Operational and infrastructural impact of sustainable aviation fuel is limited.•Electric and hydrogen propulsion have a similar high impact in multiple areas.•Multi-technology airport infrastructural assets could avert lock-in effects.
Full text
Available for:
GEOZS, IJS, IMTLJ, KILJ, KISLJ, NLZOH, NUK, OILJ, PNG, SAZU, SBCE, SBJE, UILJ, UL, UM, UPCLJ, UPUK, ZAGLJ, ZRSKP
PDF
