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This chapter reviews the history of regulation and deregulation in international air transport and discusses the positive impacts of deregulation and open skies on the tourism sector in the Asia Pacific region. The Hong Kong–Bangkok market was examined, which shows that the granting of the fifth freedom rights has given the two places sufficient air service provisions to build tourism. Future reforms in air transport such as relaxing ownership restrictions and expanding air freedoms rights are explored.

The purpose of this study is to present the pollutant gas produced by hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NO_x) and the quantity of fuel burned from commercial aircraft at Ordu-Giresun International Airport, Turkey during the landing and take-off (LTO) cycles in 2017.

The flight data recorded by the General Directorate of State Airports Authority and the aircraft engine emission data from International Civil Aviation Organization (ICAO) Engine Exhaust Emission Databank were used for calculation. The aircraft and engine types used by the airlines for flight at Ordu-Giresun International Airport were determined. To evaluate the effect of taxi time on emission amounts, analysis and evaluations were made by taking different taxi times into consideration.

As a result of the emission analysis, the amount of fuel consumed by the aircraft were calculated as 6,551.52 t/y, and the emission amounts for CO, HC and NO_x were estimated as 66.81, 4.20 and 79.97 t/y, respectively.

This study is aimed to reveal the effect and contribution of taxi time on the emitted emission at the airport during the LTO phase of the aircraft.

This study helps aviation authorities explain the importance of developing procedures that ensure the delivery of aircraft to flights in minimum time by raising awareness of the impact of taxi time on emitted emissions, and contributes to the determination of an aircraft emission inventory at Ordu-Giresun International Airport.

The purpose of this paper is to calculate the fuel consumption and emissions of carbon monoxide (CO), nitrogen oxide (NO_x) and hydrocarbons (HC) in the taxi-out period of aircraft at the International Diyarbakir Airport in 2018 and 2019.

Calculations were performed by determining the engine operating times in the taxi-out period with the flight data obtained from the airport authority. In the analyses, aircraft series and aircraft engine types were determined, and the Engine Exhaust Emission Databank of the International Civil Aviation Authority (ICAO) were used for the calculation.

Total fuel consumption in the taxi-out period in 2018 and 2019 was calculated as 525.64 and 463.69 tons, respectively. In 2018, HC, CO and NO_x emissions caused by fuel consumption were found to be 1,109, 10,668 and 2,339 kg, respectively. In 2019, the total HC, CO and NO_x emissions released to the atmosphere during the taxi-out phase are 966, 9,391 and 2,126 kg, respectively. B737 Series aircraft have the largest share in total fuel consumption and pollutant emissions.

This study explains the importance of determining fuel consumption and pollutant emissions by considering engine operating times in the taxi-out period. The study provides aviation authorities with scientific methods to follow in calculating fuel consumption and emissions from aircraft operations.

The originality of this study is the calculation of fuel consumption and pollutant emissions by determining real-time engine running times in the taxi-out period. In addition, calculations were made with real engine operating times determined in the taxi-out period using real flight data.

The purpose of this paper is to examine how domestic airlines benefit when they have code sharing arrangements with international carriers.

The data for this research study have been collected primarily from three sources. The first database, the digest of statistics no. 400 is from International Civil Aviation Organization (ICAO) based in Montreal, Canada. The second source of data comes from the Airline Business database. The third source of data for this research study is from Official Airline Guide (OAG). Ten years of data from 1994 to 2004 are collected from the databases of ICAO, Airline Business and also from individual airlines. Data such as the revenue passenger miles (RPMs) and load factor are obtained from the ICAO database and data such as alliance pattern are culled from the Airline Business database.

This research study reveals that code sharing agreements between a domestic and international airline will benefit the former by way of increased RPMs, passenger load factor (PLF), and market share. However, the coefficients of the hypothesized variables suggest that the initial gains achieved by the domestic airlines by way of increased RPMs start to erode in the long run. Thus, a domestic airline must form a code sharing agreement with an international airline at the earliest, so as to get the initial increase in RPMs. The effect of code sharing on the market share of domestic airlines is explicit and consistent throughout this research study. The second dimension in the code sharing is the multiple alliances between domestic and international airlines. Multiple alliances refer to an airline having more than one code sharing agreement with international carriers. The third factor in this sequence of hypotheses is equity investment by international carriers in domestic airlines. The relationship between equity investment and its influence on the performance of the targeted firm is always an interesting topic explored by both the academic researchers and practitioners. However, in this study, the regression results do not support the hypothesis. That means that mere equity investment by international carriers in domestic airlines may not result in increased RPMs, load factor and the market share for domestic airlines. The interesting finding in this particular section is the influence of the large size of the alliance partners on all the three dependent variables; RPMs, PLF, and the market share. Therefore, we can conclude that if both the airlines are large enough and they form code sharing agreements, then this may result in increased RPMs, PLFs, and market share for the domestic airlines. Similarly, the study supports the premise that if the partners are unequal, then the domestic airlines may not be able to increase the RPMs, load factor, and the market share.

This paper reveals that code sharing arrangements reached earlier in the competition is better as the benefits tend to reduce after a certain period of time.

A single system to replace the four existing methods has been proposed for world‐wide use; if adopted by the Council, all users will benefit—airport and aircraft operators and aircraft manufacturers …

The striking advances in ILS performance in the last decade are related to the impetus given by specific changes in operational requirements, particularly as regards automatic landing systems. The article goes on to review the long term project for microwave landing guidance systems, planned to see service in the 80's, with which ILS will co‐exist to an extent, and for a period, impossible as yet to foretell.

The purpose of this case study is to indicate discrepancies between the guidelines for aeronautical data quality requirements (DQR) and the legal regulations of surveying in Poland. Because of the possible difficulties in determining the original source of geodetic coordinates, it is possible for mistakes to be made, e.g. in aeronautical metadata.

The differences between selected reference data for the ASG-EUPOS network stations were determined and later extended to the entire country using the linear interpolation method. The values were investigated for exceeding the most restrictive limit on the DQR, i.e. 0.50 m for geodetic latitude and longitude and 0.25 m for measured height and geoid undulation.

The lack of an appropriate transformation of geodetic coordinates would result in an error of 0.30 m for the horizontal position, and <0.01 m for ellipsoidal heights. The discrepancies between the Earth Gravitational Model 96 (EGM96) geoid model used in aviation and Polish local quasigeoid model are up to 1 m.

Results prove that a mismatch of coordinate frames could be a severe threat to the aeronautical DQR. Providing complete information about reference systems during the data exchange, including the conversion parameters between selected geoid models, or considering a more accurate geoid model as a reference in aviation is recommended.

To the best of the author’s knowledge, this study is perhaps the first to compare data quality guidelines for surveying and aviation.

This work presents the part of the research in the integration of the remotely piloted aircraft systems (RPAS) in non-segregated airspace. The purpose of this study is to elaborate the reference shape of the Standard Instrument Arrivals (STARs) procedures of controlled airports. The STARs parameters are unique for the aerodromes and depend on navigational aids (NAVAIDs), manoeuvres and aircraft categories. Therefore, the elaboration of reference shapes was advisable in the context of RPAS integration research.

The models were based on the procedure design guidelines by International Civil Aviation Organization. The statistics of existing STARs were prepared using Aeronautical Information Publications to determine the representative procedural parameters. Construction of procedural shapes required to define the nominal flight path and tolerance areas.

In statistics, the standard deviation of distances was below the determined reference mean values, thus the models were convergent with existing procedures.

The modelling was limited to initial, intermediate, final and missed approach segments. Arrival segment was not modelled. NAVAIDs include Instrument Landing System Category 1 (in final and missed approach) and very high-frequency omni-directional ranging or global navigation satellite systems (in initial and intermediate approach segments).

Prepared models may be used in research in the integration of the new types of aerial vehicles in existing air traffic management systems.

The reference STARs possess commonly used procedural manoeuvres (straight-in, turn, racetrack and base turn) and different NAVAIDs. The parameters of approach segments were determined as representative of the existing procedures. Moreover, the models are suitable to place at arbitrary origin and runway axis bearing.