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Soviet, Polish, European, American and British civil and military craft will be displayed — and flying — at Helitech 91, the international helicopter technology and operations exhibition being held at Redhill, Surrey, UK, now known as the ‘Farnborough’ of the helicopter world.

Seventy‐five years in the aviation business is being celebrated by Lucas Aerospace through the launching of a hot‐air balloon.

This paper aims to investigate the rebound process and the secondary-impact process of the fuselage section that occurs in the actual crash events.

A full-scale three-dimensional finite element model of the fuselage section was developed to carry out the dynamic simulations. The rebound process was simulated by removing the impact surface at a certain point, while the secondary-impact process was simulated by striking the impact surface against the fuselage bottom after the first impact.

For the rebound process, the fuselage structure restores deformation due to the springback of the fuselage bottom, and it results in structural vibration of the fuselage section. For the secondary-impact process, the fuselage deformation is similar with that of the single impact process, indicating that the intermittent impact loading has little influence on the overall deformation of the fuselage section. The strut failure is the determining factor to the acceleration responses for both the rebound process and the secondary-impact process.

The rebound process and the secondary-impact process, which is difficult to study by experiments, was investigated by finite element simulations. The structure deformations and acceleration responses were obtained, and they can provide guidance for the crashworthy design of fuselage structures.

This research first investigated the rebound process and the secondary-impact process of the fuselage section. The absence of the ground load and the secondary-impact was simulated by controlling the impact surface, which is a new simulating method and has not been used in the previous research.

This paper argues that, together with improved protection structures and energy dissipation systems, a favourable occupant position with sufficient support and restraint could reduce fatalities in aviation accidents. The crash responses of three different occupant positions were compared to justify the proposal of supporting a pilot in the rather unusual prone position. The normal seated and supine seated positions have already been adopted and implemented in aircraft. The occupant's response to specified crash pulse shapes in these two positions was compared with that of an occupant in the prone position. To obtain the best prone support configuration, different concepts were considered during the analysis. A dynamic event simulation program called ADAMS was used to perform the analysis, and existing injury criteria and a study of common causes of aviation fatalities and human body tolerance limits were used to compare the results. The study indicates that higher crash survivability in the prone position could be achieved if several guidelines are followed.

This study aims to bring a new approach to the existing structure of Cessna 172 type Aircraft Maintenance Manuals (AMM), operational safety, suitability for maintenance operations and human factors. The purpose of this study is to maintain maintenance operations more safely and effectively.

This study tried to develop an approach by using focus group interview and individual interview techniques. At all stages of the study, interviews were made and support was received from the maintenance technicians, technical instructors and students from the aviation industry stakeholders.

According to the answers given by the participants, the new approach could have a positive effect on operational safety (98.71%), could have a positive effect on human performance (95.72%) it is understandable (93.16%), it is proper for maintenance operations (88.74%) with high potential to convert into practice (85.92%) and a high potential for future applications (97.06%).

It can be used in aviation organizations that operate AMM Cessna 172 type aircraft, created with the new approach, in maintenance aircraft maintenance enterprises and maintenance training institutions. Thanks to this approach, aircraft maintenance technicians will be able to perform safely and more effective maintenance activities.

Contrary to the technologies used by organizations that host wide-body aircraft in their fleets, it requires less cost and less workload to create, use and update. Low-cost airline organizations and maintenance training institutions will also be able to achieve this approach.

The Minister of Civil Aviation, Lord Pakenham, has appointed Mr J. Roland Adams, K.C., to hold a Public Court of Inquiry into the accident which occurred at Mill Hill, London, N.W.7, on Tuesday, October 17, 1950, to the British European Airways Dakota aircraft G‐AG1W.

The purpose of this study is to investigate empirically what affects Global Reporting Initiative (GRI)-based sustainability reporting and its relationship with firm performance in the aviation industry between 2006 and 2015.

The authors derived data from the GRI Sustainability Disclosure Database and Thomson Reuters EIKON; from the former, they downloaded GRI-based reports, and from the latter, they obtained financial data. The authors performed four-level analysis – report existence, report count, application level of report and firm performance –using various regression models (i.e. logistic regression, Poisson regression, ordered logistic regression and ordinary least squares regression).

First, the authors based the analysis on the existence of GRI-based sustainability reports, which showed that firm size and leverage are positively associated with sustainability reporting. Contrary to expectations, ownership was negatively associated. Furthermore, free cash flow per share, growth and profitability do not have significant effects on sustainability reporting, in contrast to expectations. Subsequent analysis was based on report count (number of total published reports within the examination period) and application levels of reports. Compared to the preceding analysis, there were no notable surprises. In addition, we found evidence that growth is negatively associated with application levels of reports (partially supported). Thus, report existence, report count and application level results largely confirm each other. Finally, the authors tested the effect of sustainability reporting on firm performance, which did not produce significant results. Thus, in the aviation industry, sustainability reporting does not play a significant role in enhancing firm performance.

First, the findings show that larger and highly leveraged aviation firms can reduce agency and legitimacy costs through sustainability reporting. Surprisingly, the same assumption did not hold for ownership structure as the firms with diffused ownership base tend not to publish sustainability reports. Thus, boards are advised to establish and improve monitoring mechanisms in these types of firms. Second, although the number of aviation companies publishing separate sustainability reports has increased significantly over the years, almost half of the companies are not still producing sustainability reports. Hence, if the aviation industry believes the merits of engaging in sustainability issues and sincerely desires to enhance its sustainability reporting practices, the authors can suggest the following initiatives. Boards might encourage companies to incorporate sustainability issues into company operations by assigning the necessary financial and human resources. The boards might also establish a separate sustainability committee or department, which could focus on sustainability issues and reporting practices. Regulatory bodies could also encourage aviation companies to act in a socially and environmentally responsible manner by proposing legal requirements and providing guidance.

Relevant civil organisations and environmental activists might undertake more active roles to enhance awareness of sustainability issues in the aviation industry.

Most of the prior studies did not focus on standalone GRI-based sustainability reports, and they were conducted on limited samples and not the aviation industry in particular. This study aims to fill these gaps empirically by establishing testable hypotheses and attempting to demonstrate the validity of theoretical relationships in a wide range of data and among aviation companies worldwide. In this sense, this study is unique in what it undertakes. This study also tests whether sustainability reporting impacts firm value in the aviation industry which, to the best of the authors’ knowledge, has not been examined in prior studies to this extent.

Corporate Social Responsibility (CSR) reporting has been widely accepted as a vital tool for communicating with stakeholders on a range of social, environmental, and governance issues, but how companies define, interpret, apply, integrate, and communicate their CSR efforts and impacts in corporate reporting is anything but a straightforward task. The purpose of this chapter is to explore the concept of materiality in CSR reporting and demonstrate practical examples of good CSR and Sustainable Development Goals (SDGs) reporting practices. We chose the aviation industry because of its economic relevance, constant growth, and future expected changes in the aftermath of COVID-19. In addition, airlines affect many of the SDGs directly and indirectly with contending results. This chapter is timely because of the growing willingness by companies to integrate CSR and environmental, social, and governance (ESG) thinking into the corporate strategy and business operations using materiality assessment and enhancing their competitive advantage and ability to maintain long-term value and because ESG and ethical investing have become part of the mainstream investing. Thus, this chapter contributes to an understanding of the wide range of existing and new reporting frameworks and regulations and reinforces the importance of discussing how this diversity of approaches can affect the work toward worldwide comparability of CSR and sustainability reporting.