While tourism and air transport are recovering from the impacts of the Covid pandemic, it seems timely to draw a synthetic view of future stakes combining the following topics: the greenhouse gas emissions scenarios for tourism, regarding which recent work has improved their understanding; the climatic impact of aviation, almost 60% of which is due to non-CO 2 emissions; alternative fuels (biofuels, E-fuels, hydrogen) and engine designs (fuel cells...) which are complex and controversial issues, and whose potentials should be assessed regarding their timing, environmental impacts, and their ability to meet long distance travel requirements. This paper analyses the extent to which the new options regarding fuels and engines can help decarbonize tourism and air transport. The answer is that they can partly contribute but do not render obsolete previous work on substitutions between types of tourism (short versus long distance...), between transport modes (ground transport versus air), length of stay, etc. Following this step, the paper deals with the position of aviation players and the type of arguments they use. We conclude on the necessity to make strategic choices among the options to avoid wasting investments.
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Emissions from aviation will continue to increase in the future, in contradiction of global climate policy objectives. Yet, airlines and airline organisations suggest that aviation will become climatically sustainable. This paper investigates this paradox by reviewing fuel-efficiency gains since the 1960s in comparison to aviation growth, and by linking these results to technology discourses, based on a two-tiered approach tracing technology-focused discourses over 20 years (1994-2013). Findings indicate that a wide range of solutions to growing emissions from aviation have been presented by industry, hyped in global media, and subsequently vanished to be replaced by new technology discourses. Redundant discourses often linger in the public domain, where they continue to be associated with industry aspirations of 'sustainable aviation' and 'zero-emission flight'. The paper highlights and discusses a number of technology discourses that constitute 'technology myths', and the role these 'myths' may be playing in the enduring but flawed promise of sustainable aviation. We conclude that technology myths require policy-makers to interpret and take into account technical uncertainty, which may result in inaction that continues to delay much needed progress in climate policy for aviation.
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Bird strikes, a risk factor in the aviation industry, are a common problem in certain states of the USA, while they are extremely rare in other states. Similarly, the seasonal distribution of bird strikes is not proportional. This situation poses an unfair situation in the aviation insurance of airline companies in terms of routes taken. The current study, detecting a literature gap related to the principal-agent problem within the aviation sector, evaluates the possible differences in aviation companies' insurance costs, assuming bird strikes are spatially and temporally analyzed in the US, and airline companies are provided with complete information regarding bird-strikes. In this research, QGIS software served in spatial model mappings. In terms of the threshold value, the study results show that making bird-strike insurance aircraft in twenty-one states which were below the threshold value increased the aviation costs of these airline companies, while in the remaining twenty-nine states, non-insurance raised the cost. In this context, as of 2022, it has been determined that not paying an extra premium for bird strikes in twenty-one states below the threshold value will create efficiency, while expending an above-average insurance premium in twenty-nine states and the District of Columbia above the threshold value will create efficiency. The research seeks to answer the following question: Is it fair for airlines operating on routes with low or high bird strike risks to pay the same amount of insurance cost?
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The chapter analyses knowledge management paradigms for the understanding and prioritisation of risks (risk assessment), leading to decision- making amongst policy makers. Studies and approaches on knowledge-based risk assessment, and in general risk management, vary depending on perceptions of risk, and these perceptions affect the knowledge scope and, ultimately, affect decisions on policy. Departing from the problems of big data in aviation, the shortcomings of the existing knowledge management paradigms and the problems of data conversion to knowledge in aviation risk management approaches are discussed. The chapter argues that there is a need for transciplinarity and interdisciplinarity for greater understanding of context, deriving from the challenges in the big data era and in aviation policy making. In order to address the challenging dynamic context in aviation, the chapter proposes a strength/knowledge-based inquiry that involves public sector and high-power organisations, in order to gain holistic knowledge and to aid the decision analysis of policy makers.
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Design educators and industry partners are critical knowledge managers and co-drivers of change, and design graduate and post-graduate students can act as catalysts for new ideas, energy, and perspectives. In this article, we will explore how design advances industry development through the lens of a longitudinal inquiry into activities carried out as part of a Dutch design faculty-industry collaboration. We analyze seventy-five (75) Master of Science (MSc) thesis outcomes and seven (7) Doctorate (PhD) thesis outcomes (five in progress) to identify ways that design activities have influenced advances in the Dutch aviation industry over time. Based on these findings, we then introduce an Industry Design Framework, which organizes the industry/design relationship as a three-layered system. This novel approach to engaging industry in design research and design education has immediate practical value and theoretical significance, both in the present and for future research. https://doi.org/10.1016/j.sheji.2019.07.003 LinkedIn: https://www.linkedin.com/in/christine-de-lille-8039372/
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The current systematic framework of aviation has developed complex air transport systems where reliability and performance are sensitive and instantly adaptive to the supply side due to the growing and elevated degree of demand in aviation market circumstances. The role of quality measurements has increased. Determining quality performance indicators is difficult because of the system's uniqueness, interdependency, and unsupportable characteristics. This is accomplished by using the 'analytical hierarchy process (AHP)' by developing a survey based on a three-level hierarchical model of the air transport supply-side quality dispersed among four groups of aviation professionals, namely 1) pilots 2) ATCOs 3) aircraft engineers, and 4) aviation managers. The scope of this study is to analyse the crucial components of the present air transportation system and draw a distinction between all the current system components.
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This book is both a short introduction to the recent developments, challenges and opportunities in Aviation Maintenance, Repair and Overhaul(MRO), and at the same time, a presentation of the research focal areas and the key waypoints towards smarter and more sustainable MRO. Innovation and integration have always been key aspects of Aviation. Currently, evolutions in aircraft design, materials and production techniques are ahead of the MRO practices in use.This gap is creating demand for new knowledge to develop and operationalise adaptive, digital and sustainable MRO tools, applicable or integrated in modern aircraft systems and components.
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A literature review, which was conducted during the research project “Measuring Safety in Aviation – Developing Metrics for Safety Management Systems”, identified several problems and challenges regarding safety performance metrics in aviation. The findings from this review were used to create a framework for interviewing 13 companies in order to explore how safety performance is measured in the industry. The results from the surveys showed a wide variety of approaches for assessing the level of safety. The companies encounter and/or recognise problematic areas in practice when implementing their safety management. The findings from the literature review are partially confirmed and it seems that the current ways of measuring safety performance are not as straight forward as it might be assumed. Further research is recommended to explore alternative methods for measuring aviation safety performance.
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