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The main objective of this paper is to introduce the development of a decision‐support environment for space range safety. Simulation modeling can provide a good environment to support disaster and prevention management.

The paper describes the different models and the processes to find the different knowledge sources. This will help determine emergency management procedures.

This case study provides guidance and an example to follow for other problems in aerospace. There are important factors to consider in order to implement risk management in NASA.

There are several limitations; first debris effects need to be added.

First, the paper provides a guide in order to persuade managers of the utilization of decision support systems based on geographical information systems. Second, it shows that there is open source software which can be used and integrated to make a more comprehensive environment. Validation is a big issue.

This is the first implementation of a virtual range. This will be valuable to other safety managers not only aerospace but also environmentalists and homeland security managers.

The main objective of this paper is to introduce the development of a decision‐support environment for a complex problem: space range safety. Simulation modeling can provide a good environment to support range safety managers.

The paper describes the different models and the processes to find the different knowledge sources. In addition, it investigates statistically the most important factors. This will help determine emergency management procedures and sources of variability.

This case study provides guidance and an example to follow for other problems in aerospace (in particular new the analysis of new vehicles). There are important factors to consider in order to implement risk management in National Aeronautics and Space Administration.

There are several limitations; blast and debris effects need to be added.

First, it provides a guide in order to persuade managers of the utilization of decision‐support systems based on geographical information systems. Second, it shows that there is open source software (Calpuff in our environment) which can be used and integrated to make a more comprehensive environment. Validation is a big issue. In addition, simulation can help make decisions about future vehicles or events.

This is the first implementation of a virtual range (there is not an integrated system similar to this one available). This will be valuable to other safety managers not only for space exploration but also environmentalists and homeland security managers.

It was a good Farnborough Show … for those who went to see the flying displays and the weather was a great consolation. But it was an unusual Farnborough in some respects, first because of the good weather and this does bear repetition, and it does make such a difference to setting up the Show to its progress through the week and to the mood of the people there.

AEM will be exhibiting in Hall 4, Stand G1. The exhibit will illustrate AEM's comprehensive range of accessory repair and overhaul services for electrical, hydraulic, avionic and safety equipment. Farnborough will also be used as the official launch of AEM's Boeing 737 Landing Gear Total Support Pro‐gramme, which encompasses a complete exchange and overhaul service. Copies of Aviation Accessory News will be available on the stand.

Looks at three aspects of aerospace safety: accidents involving controlled flight into terrain and the developments and training introduced to avoid the risks involved; regulations relating to passenger cabin aisles and access to emergency exits; and human factors in airline maintenance, illustrating how apparently simple maintenance oversights can contribute to major disasters. Discusses what is required to lessen the safety inadequacies in each aspect.

One of the sectors most affected by the variable weather events caused by climate change and global warming is the aviation sector. Especially in aircraft accidents, weather events increasing with climate change and global warming are effective. The purpose of this study is to determine how much the change in weather conditions caused by global warming and climate changes affect the aircraft in the world between the years 2010 and 2022.

In this study, it was investigated which weather events were more effective in aircraft crashes by determining the rates of air events and aircraft crashes in aircraft crashes with a passenger capacity of 12 or more that occurred between 2010 and 2022.

It is clearly seen that increasing weather conditions with global warming and climate change increase the effect of weather conditions in aircraft crashes.

The difference of this study from other studies is the evaluation of the data of the past 12 years, in which the increasing consequences of global warming and climate change have been felt more. It also reveals the necessity of further research on the effects of weather conditions on aircraft.

As part of the V.10 F programme financed by Service Technique de la Production Aeronautique (STPA), AEROSPATIALE and DASSAULT — BREGUET have joined forces to produce a single Falcon 10 wing entirely made of carbon fibre. This wing has just been sent from the AEROSPATIALE Company's Nantes factory to the Toulouse Aernautic Testing Centre. A second wing will also be built, but this time, by DASSAULT‐BREGUET Biarritz plant. The two wings will be used for static fatigue testing. The programme calls for another pair of wings, one to be made by each of the same firms. They will later be mounted to a Falcon 10 for flight testing.

Weather events have a significant impact on airport arrival performance and may cause delays in operations and/or constraints in airport capacity. In Europe, almost half of all regulated airport traffic delay is due to adverse weather conditions. Moreover, the closer airports operate to their maximum capacity, the more severe is the impact of a capacity loss due to external events such as weather. Various weather uncertainties occurring during airport operations can significantly delay some arrival processes and cause network-wide effects on the overall air traffic management (ATM) system. Quantifying the impact of weather is, therefore, a key feature to improve the decision-making process that enhances airport performance. It would allow airport operators to identify the relevant weather information needed, and help them decide on the appropriate actions to mitigate the consequences of adverse weather events. Therefore, this research aims to understand and quantify the impact of weather conditions on airport arrival processes, so it can be properly predicted and managed.

This study presents a methodology to evaluate the impact of adverse weather events on airport arrival performance (delay and throughput) and to define operational thresholds for significant weather conditions. This study uses a Bayesian Network approach to relate weather data from meteorological reports and airport arrival performance data with scheduled and actual movements, as well as arrival delays. This allows us to understand the relationships between weather phenomena and their impacts on arrival delay and throughput. The proposed model also provides us with the values of the explanatory variables (weather events) that lead to certain operational thresholds in the target variables (arrival delay and throughput). This study then presents a quantification of the airport performance with regard to an aggregated weather-performance metric. Specific weather phenomena are categorized through a synthetic index, which aims to quantify weather conditions at a given airport, based on aviation routine meteorological reports. This helps us to manage uncertainty at airport arrival operations by relating index levels with airport performance results.

The results are computed from a data set of over 750,000 flights on a major European hub and from local weather data during the period 2015–2018. This study combines delay and capacity metrics at different airport operational stages for the arrival process (final approach, taxi-in and in-block). Therefore, the spatial boundary of this study is not only the airport but also its surrounding airspace, to take both the arrival sequencing and metering area and potential holding patterns into consideration.

This study introduces a new approach for modeling causal relationships between airport arrival performance indicators and meteorological events, which can be used to quantify the impact of weather in airport arrival conditions, predict the evolution of airport operational scenarios and support airport decision-making processes.