The increase in flight volumes in the aviation industry has significant socioeconomic implications that affect different aspects of our communities and economies. Although it has great economic benefits, it also causes annoyance and disturbance to communities living near airports. The latter requires understanding and prediction of the varying noise levels generated by various aircraft types. Noise assessment on a fleet level is traditionally achieved by using prediction models such as the DOC29. Such models need to be validated using real measurements. For Amsterdam Schiphol Airport, the so-called NOMOS (Noise Monitoring System) with 39 measurement stations is used for this purpose. We analyze the time series of these stations, collecting annual data for the period from 2006 to 2023. The main objective is to determine how the aircraft-generated noise at these stations can be assigned to 13 different aircraft types, taking into account the different noise levels produced by each aircraft type. This is performed by time series analysis of individual stations and the averaged time series over all stations. The results from two least-squares methods, namely unconstrained least squares (LS) and a proposed bounded least squares subject to weighted constraints (BLS + WC), are compared. The constraints are based on certification data as prior information in the least squares method, which is expected to enhance the model's performance. Based on the above two least squares methods, predictions are performed for 2022 and 2023. The results clearly demonstrate the superiority of the BLS + WC over the LS method. We further extend our analysis to predict noise levels for a hypothetical future year with more newer aircraft models. The results indicate a substantial reduction in the noise level compared to 2023. These findings can thus underscore the effectiveness of the proposed method in outperforming the LS and highlight the model's capability to forecast the impact of fleet modernization on noise reduction.

Cardiogenic shock (CS) is a life-threatening condition characterized by severe systemic hypoperfusion that may progress into multi-organ failure. Immediate optimization of organ perfusion is therefore considered a critical priority. However, first-line therapy with inotropes and vasopressors carries significant risks, adding stress to an already severely failing heart, and may eventually contribute to further clinical deterioration. Subsequent temporary mechanical circulatory support (tMCS) has been traditionally viewed upon as a means to restore systemic circulation. Recent approaches have, however, suggested that the hemodynamic buffer provided by tMCS may create a therapeutic window for the initiation of evidence-based heart failure therapies. Nevertheless, interfering in a jeopardized hemodynamic and failing homeostasis is extremely challenging and the devices carry a significant risk of serious adverse events. In this review, we discuss the potential use of heart failure therapies in patients with CS who are supported with tMCS. We highlight the feasibility and potential efficacy of this combined therapeutic approach from the perspective of a novel, aviation-inspired safety framework referred to as the ‘hemodynamic envelope’. This concept may inspire future study designs and support clinicians in initiating established heart failure therapies during tMCS.

Contemporary mechanical ventilation strategies in ARDS rely on lung-protective ventilation approaches that typically utilize separate static variables/settings (e.g., tidal volumes, plateau pressure) and cut-off values. This approach fails to capture complex patient dynamics. Increasing efforts have focused on the interactions between different parameters (e.g. mechanical power, driving pressure); however, these only accommodate a limited number of interactions and do not integrate the complexity of patient-specific, severity-dependent and time-varying thresholds for “safe” mechanical ventilation. In aviation, the “flight envelope” concept revolutionized flight safety by defining flexible, context-dependent boundaries as a function of multiple dimensions (e.g. flight speed, altitude, (dynamic) loads on the aircraft) within which an aircraft can operate. When a new aircraft is developed, its operational safety envelope is determined analytically. Calculations are quickly followed by flight simulations and flight testing, beginning from a known safe point within the envelope and gradually carefully exploring its boundaries to characterize its limits. Inspired by this aviation approach, we propose the “respiratory envelope” framework for mechanical ventilation: a conceptual framework that allows for the incorporation of multiple (time-dependent) dimensions and integrates interactions between ventilator variables/settings and patient characteristics. Just as flight envelopes informed the development of automated envelope protection algorithms and autopilot systems, a similar framework could be applied in clinical settings to simulate real-time “safety zones” based on continuously monitored, yet underutilized, physiological data, such as in digital twins.

The growth shown by the aviation industry has given significant economic benefits, but also causes disturbance to communities living near airports, including annoyance and potential health problems due to the high aviation-induced noise levels. Therefore, regulations are implemented by imposing limits on the yearly cumulative noise levels at specific locations around airports. This requires understanding and prediction of the varying aircraft noise levels. This is traditionally achieved by using so-called best-practice or regulatory models, such as the Dutch aircraft noise model, which require low computational costs and limited model inputs. This way of noise monitoring comes with significant model approximations and hence potential deviations of the model predictions from the actual noise levels. The limitations of this current approach has given rise to distrust in communities near airports. Hence, the models need to be validated against real measurements, for which use is made of the stations from the Noise Monitoring System (NOMOS) around Schiphol Airport. In this contribution, we analyzed the time series of the yearly averaged L_den measured at 35 NOMOS stations for the period from 2006 to 2022. A distinction is made between noise from aircraft and that due to other noise sources. We observe a decreasing trend of 0.52 ± 0.04 dB(A)/year in L_den for the investigated time period. One of the objectives is to determine how the measured L_den can be assigned to the various aircraft types in the fleet at Schiphol. This is performed by an L_den time series analysis of the averaged time series over all stations, combined with changes in the fleet composition. The results from the unconstrained least squares (LS) and non-negative least squares (NNLS) methods are presented and compared. Based on the obtained model for 2006-2020, predictions are performed for 2021 and 2022.

The impressive growth of the aviation industry and the number of flights entail several environmental repercussions, such as increased aircraft noise emissions. With the worrying number of complaints from the communities around airports comes also the distrust in numerical models used for aircraft noise prediction. In this study, we compare the ‘Dutch aircraft noise model’ predictions to measured values from the NOise MOnitoring System (NOMOS) around Amsterdam Airport Schiphol between 2012 and 2018. While the model underestimates aircraft noise in 2012, the model prediction improved throughout the years. We observe a decreasing trend of measured aircraft-related L_den values of 0.6dB(A)/year (a total of 3.6dB(A) over the investigation period), although the total number of flight movements increased during the observation time. We propose that a change in fleet mix, as well as the implementation of Noise Abatement Procedures at Schiphol Airport, fuelled this trend.

Aviation is an important contributor to the global economy, satisfying society’s mobility needs. It contributes to climate change through CO₂ and non-CO₂ effects, including contrail-cirrus and ozone formation. There is currently significant interest in policies, regulations and research aiming to reduce aviation’s climate impact. Here we model the effect of these measures on global warming and perform a bottom-up analysis of potential technical improvements, challenging the assumptions of the targets for the sector with a number of scenarios up to 2100. We show that although the emissions targets for aviation are in line with the overall goals of the Paris Agreement, there is a high likelihood that the climate impact of aviation will not meet these goals. Our assessment includes feasible technological advancements and the availability of sustainable aviation fuels. This conclusion is robust for several COVID-19 recovery scenarios, including changes in travel behaviour.

This paper presents two major elements of a course redesign with the aim to strengthen the connection between engineering design and engineering analysis. The course, Aircraft Structural Design and Analysis, had previously been delivered with a heavy focus on mathematical analysis and solving complex problems. It was observed, however, that in later design projects within the curriculum, students were unable to apply these skills in a less constrained design context. To combat this, two-course elements were introduced. The first element was a design tutorial session that ran in parallel with the course and interfaced with real design activities being carried out within the AeroDelft Dream Team at Delft University of Technology. This session attempted to have students apply the skills they had learned in class to a less constrained design problem with more freedom than traditional practice problems, focusing on design thinking rather than reproducing an expected answer. The second element was a design-based final exam, where all of the questions within the exam were interconnected by a single design context. The first iteration of these design elements, including lessons learned and analysis of their impact on student success, will be presented within this paper.

The paper presents a possible roadmap for the definition of a European quality label for aerospace related higher education degrees. The proposal is the result of a two-years long Horizon 2020 project that has involved a great portion of the European stakeholders in aerospace: Universities, research centres, industries (both small and large) networks, associations and accreditation agencies. The core concept established is that it is possible to establish a sector-specific, content based, quality system, that can complement the existing national or European accreditation systems, providing added value to the internal and/or external quality assurance processes that are in place in most EU countries. The tools and processes proposed are sufficiently simple to be manageable by Universities in addition to their national accreditation processes or as stand-alone assessment. The main goal of the proposed process is the evaluation of the quality of the aerospace curricula in the European context, whereas the accreditation of the programme can be seen as an optional extension of the process, subject to further national regulations. The process is proposed in view of the awarding of a sector-specific, content based, quality label, to be issued by an appropriate legally recognized and qualified institution. 8 field tests with volunteering universities throughout Europe have been performed. They experienced the method as very practical and to the point.