COSMIC RADIATION AND AIRLINE PILOTS. NORWEGIAN PILOTS ...
Transcript of COSMIC RADIATION AND AIRLINE PILOTS. NORWEGIAN PILOTS ...
NO9700109
\ IFE/KR/E-97/003
Cosmic radiation and airline pilots.Exposure patterns of Norwegian
pilots flying aircraft not used by SAS
May 1997
Institutt f ir energiteknikkInstitute for Energy Technology
IFE/KR/E-97/003
COSMIC RADIATION AND AIRLINE PILOTS.EXPOSURE PATTERNS OF
NORWEGIAN PILOTS FLYING AIRCRAFT NOT USED BY SAS
BY
ULFTVETEN
May 1997
INSTITUTE FOR ENERGY TECHNOLOGYKJELLER, NORWAY
Performing Organisation
Institutt for energiteknikk
Kjeller
Document no.:
IFE/KR/E-97/003
Date
May 1997
Project/Contract no. and name
E-483 EU-prosjekt
Client/Sponsor Organisation and reference:
Title and subtitle
Cosmic radiation and airline pilots.Exposure patterns of Norwegian pilots flying aircraft not used by SASAuthor(s)
UlfTvetenInstitute for Energy Technology, Kjeller
Reviewed
Steinar Backe
Approved^y\y^^ ^- s
Gordon C. Christen sen
Abstract
The work which is presented in this report is part of a Norwegian epidemiological project, carried out incooperation between Institute for Energy Technology (IFE), the Norwegian Cancer Registry (NCR) andthe Norwegian Radiation Protection Authority (NRPA). The project has been partially financed by theNorwegian Research Council. Originating from the Norwegian project, a number of similar projects havebeen started or are in the planning stage in a number of European countries. The present report lays theground for estimation of individual exposure histories to cosmic radiation of pilots flying a great diversityof different aircraft. Aircraft that appear in the time-tables of the Scandinavian Airline System (SAS) havebeen treated in an earlier report (IFE/KR/E-96/008). The results presented in this report (radiationdoserates for the different types of aircraft in the different years) will, in a later stage of the project, beutilized to estimate the individual radiation exposure histories. The major sources of information used asbasis for the work in this report is information provided by several active pilots, members of the PilotsAssociations, along with calculations performed using US Federal Avation Administration's computercode CARI-3N.
Key Words
Cosmic radiation, Cancer, Aviation
ISSN
0333-2039
ISBN
82-7017-165-4
Numbers of Pages
34Supplementary Data
ACKNOWLEDGEMENTS
The author wants to express his gratitude for the valuable help given by the Norwegian PilotsAssociation, the SAS (Scandinavian Airlines System) Pilots Association, the SAS Museum, and inparticular the flight captains Odd Iversen and Olav Eide and copilots Stein Gilhuus and Peter Bull.Valuable information has also been provided by copilot Katia Defrancq, employed by Sabena, and
representing the IFALPA HUPER committee. He also wants to thank Wallace Friedberg of the CivilAviation Institute, Oklahoma City for providing, and modifying to our needs, the computer program
CARI-3N, which has been used to calculate the radiation doses presented in this report.
TABLE OF CONTENTS
1 Introduction 12 The epidemiological project 13 Aircraft types and codes in the Aviation Administration register 2
4 Flight profiles used in the calculations 45 Calculation of the radiation dose and doserate along specific flight
legs, using the CARI-3N computer program 66 Reference 19
Appendix A Aircraft types and codes in the data base 20
1 Introduction
The work which is presented in this report has been performed as part of a Norwegianepidemiological project entitled «Exposure to low level ionizing radiation and incid-ence of cancer in airline pilots and crew», carried out in cooperation between Institutefor Energy Technology (IFE), the Norwegian Cancer Registry (NCR) and the Norwe-gian Radiation Protection Authority (NRPA). IFE was initiator of the project, and actsas project leader.
Originating from the Norwegian project, a number of similar projects have been star-ted or are in the planning stage in a number of European countries. Interest has alsobeen expressed from institutions in the USA and Canada. Attempts to form a Europeanproject combining all these efforts failed twice to obtain funding from the EuropeanUnion. Other means of financing the project work and meetings, in order to obtain asatisfactory level of coordination and cooperation between the national projects arepresently being sought.
The present report lays the ground for estimation of individual exposure histories tocosmic radiation of pilots not employed by the Scandinavian Airline System (SAS).Calculation of the exposure histories of pilots who are employed by SAS have beenreported in detail in (TV96). The results presented in this report (radiation doseratesfor the different types of aircraft in the different years) will, in a later stage of the pro-ject, be utilized to estimate the individual radiation exposure histories.
The work presented here has to a large extent been performed on a voluntary basis bymembers of the Norwegian Pilots Association.
2 The epidemiological project
The present project is based upon a concept conceived in 1981 by the author of thepresent report in cooperation with Georg Petersen, then MD of the Oslo Health Coun-cil, presently United Nations Expert stationed in Cambodia. The concept was furtherdeveloped in 1982, and subsequently submitted as a project proposal to the NorwegianResearch Council. Although the proposed project won the approval of the Civil Avia-tion Administration and was granted the necessary permissions from the Cancer Regis-ter and the Data Inspectorate, adequate funding was not obtained, and the project wasdormant until 1992, when a renewed and extended project proposal was submitted tothe Commission of the European Communities' Radiation Protection Programme(RPP). In addition to the institutions mentioned in Chapter 1, the planned project par-ticipants were the German Cancer Research Center, Heidelberg and the WageningenUniversity, Department of Epidemiology and Public Health, Netherlands. The projectwas subsequently approved by the RPP. A feasibility study was funded, which shouldinclude airline pilots and, if feasible, cabin crew licensed in Norway, and was carriedout by the Norwegian participants in the project proposal.
The Norwegian cohort has now been established by NCR, and extensive quality con-trol and evaluation of the completeness of the cohort has been carried out. The cohortconsists of all pilots and cabin crew in the registers of the Norwegian Aviation Admini-
stration since 1. January 1946 for the pilots and from 1. January 1950 for cabin crewand up till 18. February 1994. There are about 3,800 pilots and 3,700 cabin crew in thecohort.
3 Aircraft types and codes in the Aviation Administration register
The files based on the license renewal registers of the Norwegian Aviation Administra-tion contained a very large number of aircraft types or codes; more than 400. Closerexamination showed many of these to just be different names for the same airplane,misspellings or just minor differences (which nevertheless are confusing for a compu-ter) like B747, B 747 and B-747.
After these obvious things had been harmonized, there were still around 100 differenttypes of airplanes in the data base, and the next task was to determine what are typicalcruise altitudes for all these. A number of different pilots from SAS, Braathens SAFEand/or the Pilots Associations have contributed. There was initially some confusion, assome of the altitudes given for some of the airplanes was maximum altitudes at whichit could fly, rather than typical altitudes, but this has, through several iterations, beencorrected. Although there are still a few "mysteries", aircraft type codes that no-onehas been able to identify; practically all the different types of airplanes now have assig-ned to them typical cruising altitudes, and the altitudes and aircraft type codes that arecurrently in the data base are given in Table 1. In many cases the same airplane can becalled several different things. In such cases it is attempted to keep to the names thatare in most frequent use among professional pilots. None of these "rules-of-thumb"have been used rigidly, however. The ruling purpose of choice of names or renaming ofaircraft types has been to assign some typical cruise altitude to every type of aircraft oraircraft type code that appears in the data base.
Lists of synonyms and the rules used at different stages of this work for renaming air-craft types/codes in the data base are given in Appendix A. They may prove useful forothers attempting to perform a similar task in the future.
For many of the cruise altitude one particular aircraft type has been chosen to representthe whole group. The aircraft type chosen is indicated by underlining.
Some of the names or codes in the table, like M\RKE, are confusions caused by thecomputer not understanding the Norwegian letter 0. (M0RKE means darkness, so inany case, it is not an aircraft type). This is, however, what is in the data base, and onehas either to find out if the register of the Aviation Administration really contains this"information" or if it is simply a mistake done when typing information into the database. In most such cases the "information" appears only once, and attempting to cor-rect it by going back to the registers at the Aviation Administration is not worth theeffort involved. Accordingly, it is just assigned to a reasonable altitude group, based onother information on the same pilot, when available.
Table 1 Aircraft types/codes and typical cruise altitudes
Typical cruisealtitude (feet)
1,500(All aircrafttypes in this
group arehelicopters)
3,000
4.000
5,000
6,000
7.000
8,000
10,000
13,000
15,000
18,000
20,000
22,000
23,000
25,000
29.000
31.000
33,000
35.000
37,000
Aircraft types or codes for aircraft in this cruise altitude group
280CHEL1AS 355BK117
PUMASA33OSH-7
SEABEE
1MLAND
AU AUSTERJT-4A
PIPER SUPER CUBTS2A PITTS
FAIRCHILD CORNELL
CATALINA
SBDO228
OXFORDWIDGEON
2MLANDBRISTOL 171 B
C406GRUMMAN
LOCKHEED L449ASAAB90A
SHORT-SEALAND
SANDRINGHAM
SUPER BROUSSARD
SC-7
ATR42EMB-110/120
MU2
PILATUS-TURBO
FOKK28
BA31BE1900
BE99
B707CF-104
LOCKHEED1011
JETFALCON
CITATION
AS 332AS-35OBBO 105C
R22UH-12
1MSJ0
SINGLE OTTERJT4-9
R-2000TSC-1A2
NORSEMAN SJ0FLY
CONSOLIDATED PBY
ALBATROSSHERON
RP RC-3 SEA
3AC-177DC4
L749APIPER AZTECSAAB90A2
SM333
DASH
CARVAIR ATL-98
SAAB-340
B26F-5
NORD260
HERCULES
BAC-1-11COMET 4
C-441
B720CL-600
VC-10
HS-125
GULFSTREAM
AS 33212AS-365BV-234SE3130WS51
FINNMARKFLYBATPIONEER
R-2800
C-119JU52
VERTOL44
AC-50C208TP
FH-1100LOADSTAR
PIPER CHEROKEESCANDIA59O
SR-TEAL
BE 100FASA226
VICKERS-VISCOUNT
YS-11
BE90HAWKER SIDDELEY 748
INVADOR B-26
B727VC-9
LEAR-JET
AS 350BH-412
HELSEALOUETTE
WS55
JT-4PIPER COLT
R-3350
DC3LA4
WALRUS SJ0FLY
BEECHCRAFT-2C402
FLER-MLANDLOCKHEED 12PIPER NAVAJO
SH-7SUNDE RLAND
CONSTELLATIONJETSTR. 31
f
BE200
NA-265
BE300
MU-300
4 Flight profiles used in the calculations
The computer program CARI-3N, developed at the USA Federal Aviation Administra-tion (FR91) has been used to calculate the doses and doserates along specific flights.The flight legs must, of course, be defined to make a dose calculation possible, sincethe radiation intensity is a function both of altitude and geographical latitude. The re-quired definition is in the form of a so-called flight profile, which describes the "history"of the flight concerning altitude vs. time, in conjunction with the geographical coordina-tes of the departure and arrival airports. These coordinates, for a very large number ofairports all over the world, are in a datafile which is part of the CARI-3N programpackage.
A flight profile consists of numerical values of the following quantities:
(Duration of ascent from lift-off to first cruise level) (T^ct),(Altitude of 1st cruise level) (HO, (Duration of cruising at 1st cruise level) (TO,(Altitude of 2nd cruise level) (H2), (Duration of cruising at 2nd cruise level) (T2),(etc. if more cruise levels),(Duration of descent from last cruise level to touch-down) (JdacoA)-All durations are in minutes, and the altitudes are in feet. In addition the taxing times atthe departure (T^u) and arrival (Tu^) airports are specified, although these quantitiesare not used by the CARI-3N program. The taxing times are, however, included in thetime duration of the flight as it is specified in the time tables, since flight duration isroutinely reckoned from departure from the gate at the departure airport until dockingat the gate of the arrival airport. The flight-hours per year, as reported by the pilots tothe Aviation Administration, are also reckoned from gate to gate in the same manner.
Representative flight profiles as well as departure and arrival airports have been chosenfor each of the typical cruise altitude groups in Table 1. These are shown in Table 2.These flight profiles and airports have kindly been specified, based upon experience, byco-pilot Stein Gilhuus from SAS. In each case the route as well as flight profile hasbeen chosen to be representative, as far as possible, of use in Norway of the particularaircraft which is most important in the altitude group (underlined in the table), or alter-natively representative of the group of aircrafts as a whole, when it was difficult topick one particular aircraft. In the 10,000 feet altitude group, both C402 and C406 areunderlined, since their flight characteristics will be very similar.
Table 2 Representative flight profiles and departure and arrival airports forthe cruise altitude groups
Typical cruiiealtitude (feet)
1,500
3,000
4,000
5,000
6.000
7,000
8,000
10.000
13.000
15,000
18,000
20,000
22,000
23.000
25.000
29,000
31.000
33,000
35.000
37,000
Representativeroute/
flight time
Bode-EveneslhOm
FBU-Kr.sandlhOm
FBU-Kr.undlh3Om
Brerowys.-Bode55m
Bremnoys-Bode55m
Bod0-Trondheim3h0m
FBU-Trondheim2h0m
FBU-Trondheimlh30m
Bodo-Evenes40m
Bodo-Evenes40m
Benjen-Trondh.lh30m
Torp-Trondheimlh 15m
FBU-TrondheimlhOm
FBU-TrondheimlhOm
FBU-Bod02h 15m
Trom»-FBU2h3Om
Oslo-La sPalmas5h0m
London-JFK7hl0m
Troms0-FBUlh50m
FBU-Troms02h5m
Sm
5m
5m
5m
5m
5m
5m
5m
Sm
5m
Sm
Sm
5m
5m
5m
5m
5m
15m
7m
5m
T M C
3m
6m
8m
10m
10m
17m
15m
10m
9m
9m
15m
12m
12m
12m
15m
20m
25m
23m
25m
20m
H,
1400
3,000
4,000
5,000
6,000
7,000
8,000
10.000
13,000
15,000
18,000
20,000
22,000
23,000
25,000
29,000
31,000
31,000
35,000
37,000
T,
44m
40m
40m
27m
27m
2:25
1:27
1:02
15m
15m
57m
45m
32m
32m
1:41
1:47
4:12
3:30
50m
1:17
H2
33.000
T2
2:27
3m
6m
6m
10m
10m
10m
10m
10m
8m
8m
10m
10m
10m
10m
llm
15m
15m
25mt
25m
20m
Tutfj
Sm
3m
3m
3m
3m
3m
3m
3m
3m
3m
3m
3m
3m
3m
3m
3m
3m
10m
3m
3m
5 Calculation of the radiation dose and doserate along specific flightlegs, using the CARI-3N computer program
As already mentioned, the radiation dose calculations have been performed with thecomputer program CARI-3N.
The radiation doses have been calculated for one particular route for each altitudegroup. It has also been calculated for several different years. The difference betweenthe years is caused by the variations from year to year (actually from month to month)of the radiation from the sun, which deflects the cosmic radiation to a larger or lesserdegree. The intensity of the radiation from the sun is characterized by a quantity calledthe heliocentric potential. A low heliocentric potential gives somewhat higher cosmicradiation at cruise altitudes than a high heliocentric potential.
The results of the CARI-3N calculations for all the flight legs calculated are shown inTables 3 to 12, for the different time periods covered by this study, and these valueswill be used in the concluding phase of the study to calculate the individual radiationexposures of the pilots summed over their professional careers. Tables 13 and 14 willnot be used in the study, but are included here to give a feeling of the maximum rangeof variation of the radiation intensity, as they present results from calculations using thevery highest and lowest of heliocentric potentials for one specific month in the libraryof heliocentric potentials in the CARI-3N computer program. (It should be mentionedhere that this library of heliocentric potentials was changed after the present calcula-tions had been completed, as new and more reliable information had become available.At this stage, however, it was not possible to do all the calculations over again, espe-cially as the impact on the results would have been minor.)
Table 3 Doses and doserates, years 1946 -1949 (heliocentric potential 740 MV)
Typical cmiie iltiuide(feet)
1,500
3,000
4,000
5,000
6,000
7,000
8,000
10,000
13,000
15,000
18,000
20.000
22,000
23,000
25,000
29,000
31,000
33,000
35,000
37,000
Representative route/flight time
Bod0-EvencslhOm
FBU-Kr.sandlhOm
FBU-Kr.sandlh30m
Bronrtfys.-Bode55m
Brenn0ys.-Bod055m
Bode-Trondheim3hOm
FBU-Trondheim2h0m
FBU-Trondheimlh30m
Bode-Evenes40m
Bodo-Evenes40m
Bergen-Trondh.lh30m
Torp-TrondheimIhl5m
FBU-TrondheimlhOm
FBU-TrondheimlhOm
FBU-Bod02h 15m
Troms0-FBU2h30m
Osio-LasPalmas5h0m
London-JFK7hl0m
Troms0-FBUlh50m
FBU-Troms02h5m
Total dose on this flight(microSv)
0.03
0.04
0.04
0.04
0.05
0.21
0.15
0.15
0.08
0.11
0.53
0.57
0.57
0.65
2.5
4.4
9.8
18.5
4.3
7.1
Dose per flighthour(microSv/h)
0.03
0.04
0.03
0.04
0.04
0.07
0.08
0.10
0.12
0.17
0.35
0.46
0.57
0.65
1.1
V8
2.0
2.6
2.3
3.4
Table 4 Doses and doserates, years 1950 -1954 (heliocentric potential 555 MV)
Typical cruise altitude(feet)
1,500
3,000
4,000
5,000
6,000
7,000
8.000
10.000
13,000
15,000
18,000
20,000
22,000
23,000
25,000
29,000
31,000
33,000
35,000
37,000
Representative route/flight time
Bodo-EveneslhOm
FBU-Kr.sandlhOm
FBU-Kr.sandlh30m
Bn>rawys.-Bod055m
Bwrawyi.-Bode55m
Bode-Trondheim3h0m
FBU-Trondheim2h0m
FBU-Trondheimlh30m
Bod0-Evenes40m
Bode-Evenes40m
Bergen-Trondh.lh30m
Torp-TrondheimIhl5m
FBU-TrondheimlhOm
FBU-TrondheimlhOm
FBU-Bod02hl5m
Troms0-FBU2h3Om
Osio-LasPalmas5h0m
London-JFK7hl0m
Troms0-FBUlhSOm
FBU-Tromset2h5m
Total dose on this flight(microSv)
0.03
0.04
0.04
0.04
0.05
0.22
0.16
0.16
0.08
0.11
0.57
0.61
0.61
0.71
2.7
4.7
10.3
20.0
4.7
7.8
Dose per flighthour(microSv/h)
0.03
0.04
0.03
0.04
0.05
0.07
0.08
0.11
0.12
0.17
0.38
0.49
0.61
0.71
1.2
1,9
2.1
2.8
2.6
3.7
Table 5 Doses and doserates, years 1955 -1959 (heliocentric potential 872 MV)
Typical cruise altitude(feet)
1400
3,000
4,000
5.000
6,000
7,000
8.000
10,000
13,000
15,000
18.000
20.000
22,000
23,000
25,000
29,000
31.000
33,000
35,000
37,000
Representative route/flight time
Bode-EveneslhOm
FBU-Kr.sandlhOm
FBU-Kr.sandlh30m
Br0rm0ys.-Bod055m
Bienn0ys.-Bod055m
Bod0-Trondheim3h0m
FBU-Trondheim2h0m
FBU-Trondheimlh30m
Bode-Evenes40m
Bodo-Evenes40m
Bergen-Trondh.lh30m
Torp-TrondheimIhl5m
FBU-TrondheimlhOm
FBU-TrondheimlhOm
FBU-Bodo2h 15m
Tromsf»-FBU2h3Om
Oslo-LasPalmas5h0m
London-JFK7hl0m
Tromse-FBUIn 50m
FBU-Troms02h5m
Total dose on this flight(microSv)
0.03
0.04
0.04
0.04
0.04
0.20
0.15
0.15
0.08
0.10
0.51
0.55
0.54
0.62
2.3
4.1
9.5
17.6
4.1
6.7
Dose per flighthour(microSv/h)
0.03
0.04
0.03
0.04
0.04
0.07
0.08
0.10
0.12
0.15
0.34
0.44
0.54
0.62
1.0
1,6
1.9
2.4
2.2
3.2
10
Table 6 Doses and doserates, years 1960 -1965 (heliocentric potential 614 MV)
Typical cniite altitude(feet)
1,500
3.000
4,000
5,000
6.000
7,000
8,000
10,000
13,000
15,000
18,000
20,000
22,000
23,000
25,000
29,000
31,000
33,000
35,000
37,000
Repmenlative route/flight time
Bode-EveneslhOm
FBU-Kr.undlhOm
FBU-Kr.iandlh30m
Bi0niK)ys.-Bod055m
Brennayi.-Bcxfe55m
Bod0-Trondheim3h0m
FBU-Trondheim2h0m
FBU-Trondhcimlh30m
Bode-Evenes40m
Bode-Evenes40m
Bergen-Trondh.lh30m
Toip-TrondheimIhl5m
FBU-TrondheimlhOm
FBU-TrondheimlhOm
FBU-Bod02h 15m
Tromse-FBU2h30m
Oslo-LasPalmas5h0m
London-JFK7hl0m
Troms»-FBUlh50m
FBU-Tromso2h5m
Total dole on this flight(microSv)
0.03
0.04
0.04
0.04
0.05
0.22
0.16
0.16
0.08
0.11
0.56
0.60
0.59
0.69
2.6
4.6
10.1
19.5
4.6
7.5
Dose per flighlhour(microSvAi)
0.03
0.04
0.03
0.04
0.05
0.07
0.08
0.11
0.12
0.17
0.37
0.48
0.59
0.69
1.2
1-8
2.0
2.7
2.5
3.6
11
Table 7 Doses and doserates, years 1965 -1969 (heliocentric potential 523 MV)
Typical cruise altitude(feet)
1400
3.000
4,000
5.000
6.000
7,000
8.000
10.000
13.000
15,000
18.000
20,000
22,000
23,000
25,000
29,000
31,000
33,000
35.000
37,000
Representative route/flight time
Bode-EveneslhOm
FBU-Kr.sandlhOm
FBU-Kr.sandlh30m
Bn*nn0yi.-Bod055m
Br0nro>yi.-Bod055m
Bod(»-Trondheim3h0m
FBU-Trondhcim2h0m
FBU-Trondheimlh30m
Bod0-Evenes40m
Bode-Evenes40m
Bergen-Trondh.lh30m
Torp-TrondheimIhl5m
FBU-TrondheimlhOm
FBU-TrondheimlhOm
FBU-Bod02hl5m
Tromse-FBU2h3Om
Oslo-LasPalmas5h0m
London-JFK7hl0m
Troms0-FBUlh50m
FBU-Troms02h5m
Toul dose on this flight(microSv)
0.03
0.04
0.04
0.04
0.05
0.22
0.16
0.16
0.08
0.11
0.58
0.62
0.62
0.72
2.7
4.8
10.4
20.4
4.8
8.0
Dose per flighthour(microSv/h)
0.03
0.04
0.03
0.04
0.05
0.07
0.08
0.11
0.12
0.17
0.39
0.50
0.62
0.72
1.2
\9
2.1
2.8
2.6
3.8
12
Table 8 Doses and doserates, years 1970 -1974 (heliocentric potential 496 MV)
Typical cniite altitude(feet)
1,500
3.000
4,000
5,000
6.000
7,000
8,000
10,000
13,000
15,000
18.000
20.000
22,000
23,000
25,000
29,000
31.000
33,000
35,000
37,000
Representative route/flight time
Bode-EveneslhOm
FBU-Kr.undlhOm
FBU-Kr.sandlh30m
Biwmoys.-Bode55m
Brennoyt.-Bode55m
Bode-Trondheim3h0m
FBU-Trondheim2h0m
FBU-Trondheimlh30m
Bodp-Evenes40m
Bode-Evenes40m
Bergen-Trondh.lh30m
Torp-TrondheimIhl5m
FBU-TrondheimlhOm
FBU-TrondheimlhOm
FBU-Bod«»2hl5m
Tromsts-FBU2h3Om
Oslo-LasPalmas5h0m
London-JFK7h 10m
Tromse-FBUlh50m
FBU-Troms02h5m
Toul dose on this flight(microSv)
0.03
0.04
0.04
0.04
0.05
0.22
0.16
0.16
0.08
0.11
0.58
0.63
0.63
0.72
2.7
4.9
10.4
20.6
4.9
8.1
Dose per flighthour(microSv/h)
0.03
0.04
0.03
0.04
0.05
0.07
0.08
0.11
0.12
0.17
0.39
0.50
0.63
0.72
1.2
2.0
2.1
2.9
2.7
3.9
13
Table 9 Doses and doserates, years 1975 -1979 (heliocentric potential 453 MV)
Typical cruise altitude(feet)
1,500
3.000
4,000
5,000
6,000
7,000
8,000
10,000
13,000
15,000
18,000
20,000
22.000
23,000
25,000
29,000
31,000
33,000
35.000
37,000
Representative route/flight time
Bod0-EveneslhOm
FBU-Kr.sandlhOm
FBU-Kr.undlh30rn
Br0nn0ys.-Bod055m
Bwnnayi.-Bode55m
Bod0-Trondheim3h0m
FBU-Trondheim2h0m
FBU-Trondheimlh30m
BoaVEvenes40m
Bode-Evcnes40m
Bergen-Trondh.lh30m
Torp-TrondheimIhl5m
FBU-TrondheimlhOm
FBU-TrondheimihOm
FBU-Bod02hl5m
Troms0-FBU2h30m
Oslo-LasPalmas5h0m
London-JFK7h 10m
Troms0-FBUlh50m
FBU-Troms02h5m
Total dose on this flight(microSv)
0.03
0.04
0.04
0.04
0.05
0.23
0.16
0.16
0.08
0.12
0.59
0.64
0.64
0.74
2.8
5.0
10.6
21.1
5.0
8.3
Dose per flighthour(microSv/h)
0.03
0.04
0.03
0.04
0.05
0.08
0.08
0.11
0.12
0.20
0.39
0.51
0.64
0.74
1.2
3-0
2.1
2.9
2.7
4.0
14
Table 10 Doses and doserates, years 1980 -1984 (heliocentric potential 763 MV)
Typical cruise altitude(feet)
1.500
3,000
4.000
5,000
6,000
7,000
8,000
10,000
13,000
15,000
18,000
20,000
22,000
23,000
25,000
29,000
31,000
33,000
35,000
37,000
Representative route/flight time
Bodo-EvencslhOm
FBU-Kr.sandlhOm
FBU-Kr.undlh30m
Bi0nn0yi.-Bod055m
BiwiiKJys.-Bode55m
Bod0-Trondheim3h0m
FBU-Trondheim2h0m
FBU-Trondheimlh30m
Bod0-Evenes40m
Bod0-Evenes40m
Bergen-Trondh.lh30m
Torp-Trondheimlh 15m
FBU-TrondheimlhOm
FBU-TrondheimlhOm
FBU-Bod02hl5m
Troms0-FBU2h30m
Oslo-LasPalmas5h0m
London-JFK7h 10m
Troms0-FBUlh50m
FBU-Tromso2h5m
Total dose on this flight(microSv)
0.03
0.04
0.04
0.04
0.05
0.21
0.15
0.15
0.08
0.10
0.53
0.57
0.56
0.65
2.4
4.3
9.7
18.3
4.3
7.0
Dose per flighthour(microSv/h)
0.03
0.04
0.03
0.04
0.04
0.07
0.08
0.10
0.12
0.15
0.35
0.46
0.56
0.65
1.1
1-7
1.9
2.6
2.3
3.4
15
Table 11 Doses and doserates, years 1985 -1989 (heliocentric potential 553 MV)
Typical cruise altitude(feet)
1,500
3,000
4,000
5.000
6,000
7,000
8.000
10,000
13,000
15,000
18.000
20,000
22,000
23,000
25,000
29,000
31,000
33,000
35,000
37,000
Representative route/flight time
Boa>-EveneslhOm
FBU-Ki.sandlhOm
FBU-Kr.sandlh30m
BrWHWys.-Bodc55m
Brannoyi.-Boda55m
Bod0-Trondheim3h0m
FBU-Trondheim2h0m
FBU-TrondheimIn 30m
Bode-Evenes40m
Bodo-Evencs40m
Bergen-Trondh.lh30m
Torp-TrondheimIhl5m
FBU-TrondheimlhOm
FBU-TrondheimlhOm
FBU-Bod02hl5m
Troms0-FBU2h3Om
Oslo-La sPalmas5h0m
London-JFK7hl0m
Troms0-FBUlh50m
FBU-Troms02h5m
Total dose on this flight(microSv)
0.03
0.04
0.04
0.04
0.05
0.22
0.16
0.16
0.08
0.11
0.57
0.61
0.61
0.71
2.7
4.7
10.3
20.1
4.7
7.8
Dose per flighthour(microSv/h)
0.03
0.04
0.03
0.04
0.05
0.07
0.08
0.11
0.12
0.17
0.38
0.49
0.61
0.71
1.2
>-9
2.1
2.8
2.6
3.7
16
Table 12 Doses and doserates, years 1990 -1994 (heliocentric potential 730 MV)
Typical cruiie altitude(feet)
1,500
3.000
4,000
5,000
6,000
7,000
8,000
10.000
13,000
15.000
18.000
20.000
22,000
23,000
25.000
29,000
31,000
33,000
35,000
37,000
Representative route/flight time
Bode-EveneslhOm
FBU-Kr.tandlhOm
FBU-Ki.sandlh30m
Bntnn0ys.-Bod055m
Biwrawys.-Bodo55m
Bode-Trondheim3h0m
FBU-Trondheim2h0m
FBU-Trondheimlh30m
Bode-Evenes40m
Bod0-Evenes40m
Bergen-Trondh.lh30m
Toip-TrondheimIhl5m
FBU-TrondheimihOm
FBU-TrondheimIhOm
FBU-Bod02hl5m
Troms0-FBU2h30m
Oslo-LasPalmas5h0m
London-JFK7hl0m
Troms0-FBUlh50m
FBU-Troms02h5m
Total dose on this flight(microSv)
0.03
0.04
0.04
0.04
0.05
0.21
0.15
0.15
0.08
0.11
0.53
0.57
0.57
0.66
2.5
4.4
9.8
18.6
4.3
7.1
Dose per flighthour(microSv/h)
0.03
0.04
0.03
0.04
0.05
0.07
0.08
0.10
0.12
0.17
0.35
0.46
0.57
0.66
1.1
\.t
2.0
2.6
2.3
3.4
17
Table 13 Doses and doserates, heliocentric potential 1429 MV (June 1991)(the highest heliocentric in the time period covered by the CARI data file)
Typical cruise altitude(feet)
1400
3,000
4,000
5,000
6,000
7,000
8,000
10,000
13,000
15,000
18,000
20,000
22,000
23,000
25,000
29,000
31,000
33,000
35,000
37,000
Representative route/flighttime
Bod»-EveneslhOm
FBU-Kr.smdlhOm
FBU-Ki.jandlh30m
BnMn0yi.-Bod055m
Bi«nn0ys.-Bod055m
Bode-Trondheim3h0m
FBU-Trondheim2h0m
FBU-Trondheimlh30m
Bod0-Evenes40m
Bod0-Evenes40m
Bergen-Trondh.lh30m
Torp-TrondheimlhlSm
FBU-TrondheimlhOm
FBU-TrondheimlhOm
FBU-Bodo2h 15m
Tromse-FBU2h30m
Oslo-LasPalmas5h0m
London-JFK7hl0m
Tromse-FBUlh50m
FBU-Troms02h5m
Toul dose on this flight(microSv)
0.03
0.03
0.04
0.04
0.04
0.19
0.13
0.13
0.07
0.09
0.44
0.47
0.46
0.53
2.0
3.5
8.4
14.8
3.4
5.5
Dose per flighthour(microSv/h)
0.03
0.03
0.03
0.04
0.04
0.06
0.07
0.09
0.11
0.14
0.29
0.38
0.46
0.53
0.89
1.4
t
1.7
2.1
1.9
2.6
18
Table 14 Doses and doserates, heliocentric potential 352 MV (February 1995)(the highest heliocentric in the time period covered by the CARI data file)
Typical cruise altitude(feet)
1,500
3,000
4,000
5,000
6,000
7,000
8.000
10,000
13,000
15,000
18.000
20,000
22.000
23,000
25,000
29,000
31,000
33,000
35,000
37,000
Representative route/flight lime
Boda-EvenesihOm
FBU-Kr.sandlhOm
FBU-Kr.sandlh30m
Bnsnn«iy».-Bod055m
Biwrneys-Bode55m
Bode-Trondheim3h0m
FBU-Trondheim2h0m
FBU-Trondheimlh30m
Bodo-Evenes40m
Bod0-Evenes40m
Bergen-Trondh.lh30m
Torp-TrondheimIhl5m
FBU-TrondheimlhOm
FBU-TrondheimlhOm
FBU-Boda2hl5m
Tromse-FBU2h30m
Oslo-LasPalmas5h0m
London-JFK7hl0m
Troms0-FBUlh50m
FBU-Troms02hSm
Total dose on this flight(microSv)
0.03
0.04
0.05
0.04
0.05
0.23
0.17
0.17
0.09
0.12
0.62
0.67
0.67
0.78
3.0
5.3
10.9
22.3
5.3
8.9
Dose per flighthour(microSv/h)
0.03
0.04
0.03
0.04
0.05
0.08
0.09
0.11
0.14
0.18
0.41
0.54
0.67
0.78
1.3
2.1
2.2
3.1
2.9
4.3
19
6 References
FR91 W. Friedberg et al.: The cosmic radiation environment at air carrier flightaltitudes and possible associated health risks". Proceedings of workshop on"Radiation exposure of civil aircrew. EUR 14964 EN; ISBN 1 870965.Luxembourg, June 25-27,1991.
TV96 U. Tveten: Cosmic radiation and airline pilots. Exposure patterns ofNorwegian SAS-pilots 1960 to 1994. EFE/KR/E-96/008. ISSN 0333-2039.ISBN 82-7017-160-3. Institute for Energy Technology, Kjeller, Norway.February 1997.
20
APPENDIX A
AIRCRAFT TYPES AND CODES IN THE DATA BASE
The data base is based on information from the Norwegian Aviation Administration. Inits first completed form near the end of December 1994 (some data have been addedlater), a computer search came up with 427 different aircraft types or codes. Many ofthese were really the same, just in different combinations or slightly different spelling,or the only difference might even be with/without a space somewhere in the name.
For completeness the whole list is nevertheless given in Table A.I.
1-ENG1-MLAND1-MLANP1.2A1-MLANP1.2A.3A1-MLAND1.2A. 3A.4A
1-MLAND2A
1.2A
1-MLAND1.2A.3A
1-MLANP2A3A4A1-MLANP2A.3A1-MLAND2A, 3A. 4A1-MLANP2A, 3A.4A.5A1-MLANP2A,3A.4A,5A. 5B1-MLANP2A. 4A1-MLANP 2A, 5B1-MLANP2A.3A1-MLANP2A. 3A. 4A. 5A1-MLAND2B, 3B.4B. 5B1-MLAND3A1-MLANP4B1-MLANP5B1 -M LAND INNTIL 5700 KG1-MLANP1.2A1-MLAND2A1-MLANP2A. 3A. 4A1-MSJ\1-MSJ01-MSJ01.2A1-MSJ0 1.2A. 3A.4A1-MSJ0 1.2A.3A1-MSJ01.2A1-MSJ0 2A1-MSJ0 2A. 3A1 -M SJ0 2A. 3A. 4A1-MSJ0 2A.3A1 -M SJ0 2B 3B 4B 5B1 -M SJ0 2B. 3B, 4B. 5B1 -M SJ0 3A1-MSJ0 4A. 5B1-MSJ0 5B1 -MOT LANP1 -MOT SJ02-ENG
2A-212MLAND
5A FINNMARK FLYBAT
A 300A-300A-BELL 206AAB205AB 206 JET RANGERAC-6-T
KIMM
I-MLANP>-M LAND MAKS 5700 KG
5 A FINNMARK FLYBAT
ALOUETTEALOUETTE 2ALOUETTE 3ALOUETTE 3-315AMFIBIUM CESSNAAMPHIBIUM (EN MOTORS)ATR42AU AUSTERAUGUSTA BELL 204 BB 720/707B736B737B747B767B-26B-707B-707/720B-720B-727B-737B-747B-767BA31BA-31BAC-1-11BE 100BE 200
BE-20
BE-99BEECH 200BEECHCRAFT-2BEKK204BELLBELL 204BELL 204 A/BBELL 204 BBELL 204BBELL 205BELL 206
Klasso
€ 9 0JE99JE-10E-1900
E-200JE-300ۥ90
BELL 206ABELL 212BELL 212 CPOBELL 214BELL 214 STBELL 47BELL 47 GBELL-47BELL204BELL212BELL214BO-105BOING 727BOING 737BOING 747C208TPC337C406C46C500C501C551C650C-130
C-185AMFC-206 AMF.C-208
C-440C-441C-46
C-46C
Klaw
-240
•46 R
;-46RI-47
C-500-501
C-54I-550-551:-560
C.46RiARVAIR ATL-98
CATALINAiATALINA 26-SACF
CATALINA AMFIBIUMCATALINA PBY-5ACE550:E-337:E-55O
IESSNACESSNA 172
CESSNA 206iESSNA 206 AFIBIUM
CESSNA 337CESSNA 402CESSNA 404CESSNA CITATIONCESSNA F-406CESSNA U-206CESSNA-337CL-600COMET 4COMMERCIAL AIR TRANSPORTATIONCONSOLIDATED PBYCONSTELLATIONCONVAIR
Ob
CV-440CV-46CV-580CV-990D H HEROND-8DA 20DA-20DC 4DC 6
KlX)NVAIR 240XJNVAIR 440JONVAIR-240;ONVAIR-990JV-14V-240V-340
SV-340/440
DC 8DC 9DC-10DC-3DC-4DC-6DC-6 6BDC-6ABDC-6BDC-6-6BDC-6/6BDC-6/BDC-6ADC-6ABDC-6BDC-7DC-7BDC-7CDC-8DC-SCDC-9DC-B26DC3DH114DH 114 HERON
DH OTTER. AMPHIBIUMDH TWIN OTTERDH-100DH-114DH-114 HERONDH-114-1BDH-OTR- AMF.DHC6DHC7DHC8DHC-2DHC-2 AMF.DHC-3DHC-3 AMF.DHC-3 OTTER SEAPLANDHC-6DHC-7DHC-8
Klai
DO 228DO-228DO-228-101/201DO-228-201DO-228-202DO-228/101DO-226/201EEMB-120EMB-110EMB-120F27F-27F-27-50F-28F-50F28FASA226FAIRCHILD CORNELLFAN JET FALCON DA-20FH227FH-227FH-227BFINNMARK AMFIBIERFINNMARK FLYBATFK27
G-1159GRUMMANGRUMMAN GOOSEGRUMMAN WIDG.AMFGRUMMAN WIDGEONGRUMMAN WIDGEON AMF.GRUMMAN WIDGEON AMFIBIUMHAWKER SIDDELEY 748HERONHERON 114HERON DH 114HERON D. H. 114
Klass*K28K50LERM LANDLER-M LAND: DH-104 HERONLER-M SJ\LER-M SJ0OKKER 50OKKER F-27
HERON DH114HILLER12HILLER 360HS748HS-114HS-125HS-748HU-16BHU-16B ALBATROSSHUGHES 269HUGHES 269/300HUGHES 300HUGHES 300CHUGHES 500INVADER B-26JETSTR. 31JT4AJT4-9JU 52JU-52JU52L188L-1011
Klasa*188
-188EKECTRA188ELECTRA
.-382A4A-4EAR JETJAR JET 23/24.OCHEED 382B HERCULES•OCKHEED 12.OCKHEED L749A.OCKHEED LODESTARODESTAR
BERLIN IHB
yiH-260AU2
MA-265 toto
MORD-260NORSEMAN SJ0FLYOTTER AMFIBIEFLYOTTER AMFIBIUMOXFORDOXFORD ANSON
& W R-2800P-T-PORTERPA-23-250'A-31-350
PC-6PILATUS TURBO PORTERPIPER AZTECR2000R-2000R-2800R-3350RP RC-3 SEA*S235S90SRALLYES-210
SA315
SA321SA330G
SA-20SA-226
Klaa;-210B-55-58-58 T-58-T-58T-61-61 N-61N-62
5-905A2
A 315B LAMA
A 330 PUMAA-2
SA-227SA-2ASA-330SA2SANDRINGHAMSBSF340SC-7SCANDIASCANDIA 590SCANDIA S-90SE313OSE-210SE-210CPOSE-210-10BSE-210-10BSEA KINGSEABEESEABEE AMF.SEABEE AMFIBIUMSEABEE GOOSESF34SF-340SH33
TEAL AMF.
TWIN OTTER
KlawH36H-7HORT SEALANDHORT SEALAND AMFIBIERHORT SEALAND AMFIBIUMIKORSKY 55IKORSKY S-55IKORSKY S-61M333
3R TEAL AMF'5R TEAL AMP*UNDERLANDUPER BROUSSARDW51AAB 90A-2S2A PITTS
SC1A2
TWIN PIONEERTWIN PIONER
to
TWIN-PIONEERV.VISCOUNTVC-10VC-9VERTOL 44VICKERS VISCOUNTVICKERS VISCOUTVICOUNTVISCOUNTWS51W.S. 55W.S.51WALRUS SJ0FLYWIDEGEONWIDGEON
WS51WSS5WS-55YS-11
24
A list of synonyms was then prepared, and the names in the data base were changedaccordingly. The list of synonyms is in Table A.2. Not all of these names appear in thefinal list of names {Table 1), and in some cases the names have been changed at laterstages. However, it is believed that the below list can be of considerable help to otherstrying to identify aircraft codes in the future, which is the reason why it is included herein full.
Table A.2 "Synonym list"
Name used in themodified data base
1MLAND
1MSJ0
AB300
B26
B720
B707
B727
B736
B737
B747
B767
BE10
BE20
BE90
BE99
BE100
BE200
BE300
BE1900
CARAVELLE
CATALINA
CESS
CESSNA CITATION
CESSNA-337
Names found in the raw dau base
1, 2A1 1-ENG 1-MOT LAND (A large number of codes suiting with 1-M LAND)
1M SA 1-MOT SJ0 AMFIBIUM (EN MOTORS) (A large number of codes starting with 1-M SJ0)
A 300 A-300 AIRBUS
B-26
B 720/707 B-707/720 B-720
B-707
B-727 BOING727
B736
B737 B-737 BOING737
B747 B-747 BOING747
B767 B-767
BE-10
BE-20
BE 90 BE-90
BE99 BE-99
BE 100
BE 200 BE-200 BEECH 200
BE-300
BE-1900
SE-210 SE-210CPO SE-210-10B SE-210-10B
CATALINA 28-5ACF CATALINA AMFIBIUM CATALINA PB Y-5A
C500 C501 C551 C650 C-185 AMF CESSNA C-206 AMF. C-208 C-240 C-46 C-46RC-46C C-46R C-47 CESSNA 172 CESSNA 206 CESSNA 206 AFIBIUM CESSNA 402CESSNA 404 CESSNA U-206
C-500
CESSNA 337 CESSNA-337
25
Name used in themodified data bate
CONVAIR
CORON
CURT
DASH
DC3
DC4
DC6
DC7
DC8
DC9
DC10
DO228
ELECTRA
EMB-110/120
FH227
FINNMARKFLYBAT
FLER-M-SJ0
FOKK27
FOKK28
FOKK50
GRUMMAN
HEL
HERON
HU16B
JETFALCON
JU52
LA4
Names found in the raw data base
CONVAIR 240 CONVAIR 440 CONVAIR-240 CONVAIR-990 CV-14 CV-240 CV-340CV-340/440 CV-440 CV-46 CV-580 CV-990
DHC7 DHC8 DHC-7 DHC-8
DC-3
DC 4 DC-4
DC 6 DC-6 DC66B DC-6/6B DC-6/B DC-6A DC-6AB DC-6AB DC-6 B DC-6 6B DC-6B
DC-7 DC-7B DC-7C
DC 8 DC-8 DC-8C
DC 9 DC-9
DC-10
DO 228 DO-228 DO-228-101/201 DO-228-201 DO-228-202 DO-228/201 DO-228/101
L-188 L-188EKECTRA L-188 ELECTRA
EMB-110 EMB-120 EEMB-120
FH227 FH-227 FH-227B
5 A FINNMARKFLYBAT 5AnNNMARKFLYB. FINNMARK AMFIBIER
FLER-MSJN FLER-MSJ0
F27 F-27 F-27-50 FK27 FOKKERF27
F-28 F28 FK28
F-50 F50 FOKKER50
(A large number of codes beginning with GRUMMAN)
A-BELL206A AB 205 AB 206 JET RANGER A-C-6-7 ALOUETTE ALOUETTE2ALOUETTE3 ALOUETTE 3-315 AUGUSTA BELL 204 B BEKK2O4 (A large number of codesstarting with BELL) BO-105 (A large number of codes beginning with HUGHES) S 235 S90S-210 S-210B S-55 (A large number of codes beginning with S-and S A and SA-) S RALLYESEARING SH33 SH36 SIKORSKI55 SIKORSKI S-55 SIKORSKIS-61
DH HERON DH114 DH 114 HERON DH-114 HERON DH-114 DH-114-1B HERON 114FLER-MLAND: DH-104HERON HERON DH 114 HERON D.H. 114 HERON DH 114
HU-16B HU-16B ALBATROSS
DA 20 DA-20
JU52 JU-52
LA 4 LA-4
26
Name used in themodified dau base
LEAR-JET
HERCULES
LOADSTAR
MD80
MET
MH260
NORD260
OTTER1
OXFORD
PILATUS-TURBO
PIONEER
SCANDIA59O
SEABEE
SHORT-SEALAND
SR-TEAL
TRISTAR
VICKERS-VISCOUNT
WIDGEON
WS51
WS55
Names found in the raw data base
LEAR JET LIAR JET 23/24
LOCHEED 382B HERCULES C-130 L-382
LOCKHEED LODESTAR
MH260 MH-260
NORD260 NORD-260
DHC-3 DHC-3AMF. DHC-3-SEAPLAN DHC-6 DHC6 OTTER AMFIBIEFLYOTTER AMFIBIUM TWIN OTTER DH OTTER AMPHIBIUM DH TWIN OTTERDH-OTR-AMF.
OXFORD ANSON
P&WR-2800 P-T-PORTER PA-23-250 PA-31-350 PC-6 PILATUS TURBO PORTER
TWIN PIONEER TWINPIONER TWIN-PIONEER
SCANDIA SCANDIA590 SCANDIAS-90
SEABEE SEABEE AMF. SEABEE AMFIBIUM SEABEE GOOSE
SHORT SEALAND SHORT SEALAND AMFIBIER SHORT SEALAND AMFIBIUM
SR TEAL AMF SR TEAL AMP TEAL AMF.
L-1011
V.VISCOUNT VICKERS VISCOUNT VICKERS VISCOUT VICOUNT VISCOUNT
WIDEGEON
W S 5 1 W.S.51 WS51
W.S. 55 WS55 WS-55
At this time we were not aware of the difference between single-Ouer (DHC-2 and DHC-3) and twin-Otter (DHC-6). For thisreason some of these corrections had to be done over again at a later stage in the project.
2 2A should really have been in the class 2M LAND, which did not exist at that time. It would be time-consuming to search forthe original 2A- cases, and not worth the cost, considering the infinitesimal impact a correction would have on tho results of thestudy.
By replacing the many names in the right-hand column of Table A.2 with the corre-sponding single name in the left-hand column, the number of codes in the data basewas gradually, over the course of almost one year, reduced to 185.
In the meantime additional data had been entered into the data base. Based upon thestatus 1st March 1997, synonyms and/or typical cruise altitudes have been assigned.The list of additional synonyms is reproduced in Table A3.
27
Table A .3 Additional "synonyms ", March 1997
Name used in the finaldatabase
2MLAND
CESSNA
CF-104
CITATION
POKK50
HERCULES
PIPER AZTEC
PIPER CHEROKEE
R-3350
SAAB-340
PIPER NAVAJO
Names found in the raw data base
2A 4A BN-2A LIGHT TWINS
C-150 C-172
F-104 F-1O4/1O5
C-550
FK-50 FOKK 27-50
C-130
PIPER PA-23
CHEROKEE PA-28 PA-28/180
R-3350-34
SB-SF34O
NAVAJO PA-31
For many of the codes in the data base it was not clear what aircraft they referred to;even though the data had been taken from the registers of the Aviation Authority. Insome cases the names/codes were simply misspelt, in other cases a number of verydifferent names/codes were used for the same aircraft. And most of the names/codesare not known to the general public, or to any person not engaged in or particularlyinterested in aviation.
The next step was once more to enlist the assistance of experienced airline pilots, whoassigned cruise altitudes to the different aircraft. Basis for this work was a list of air-craft types and codes from the data base as it looked on the 18 December 1995. TableA.4 contains the codes as they appear on this list, along with clarifying informationfrom the pilots, new code name adopted, and typical cruise altitudes. Some additionalinformation has been added in March 1997.
The typical cruise altitudes were assigned by a number of different air pilots. Unfortun-ately, not knowing sufficiently well the purpose of the project, some of the altitudesspecified were maximum altitudes for the aircraft rather than typical cruise altitudes.One more round through the material corrected this misunderstanding. This new roundof evaluation, coordinated by copilot Peter Bull of Braathens SAFE and copilot SteinGilhuus of SAS, assigned typical cruise altitudes to all aircraft types except some veryfew, that could not be identified. For these unidentified ones it was in some cases pos-sible to choose an altitude group based upon other information on the same pilot; orthe best possible guess was adopted. The resulting classification is given in Table 1 ofthe main text, but also here, in Table A.4, in a somewhat different form.
28
Table A.4 Additional explanations! information, suggestion for new name/code, andsuggested typical cruise altitude (not always the ones finally adopted).
Code
1MLAND
1MSJ0
280CHELI
2MLAND
3A
4A
SB
AB300
AC-50
ALBATROSS
AS 332
AS 332 L2
AS 355
AS-350B
AS-355
AS-365
ATR42
AU AUSTER
B26
B707
B720
B727
B736
B737
B747
B767
Explanation/information
A general code, meaning a smallone-engine land aiiplane
A general code, meaning a smallone-engine sea airplane
Helikopter
A general code, meaning a smalltwo-engine land airplane
A general code, meaning a smallthree-engine airplane
A general code, meaning a smallfour-engine land airplane
FALCON-50
Military
Helikopter
-
-
-
«
••
(Avion de Transport Regional)
Small sportsplane
INVADER B-26
Boeing
-
" (very similar to B737)
This is wrong
Boeing
(Jumbo)
»
New name/code
1MLAND
1MSJ0
HEL
2MLAND
3A
4A
5B
AB300
FALCON-50
ALBATROSS
HEL
HEL
HEL
HEL
HEL
HEL
AIR42
AU AUSTER
INVADER B-26
B707
B720
B727
B737
B737
B747
B767
Altitude (feet), sometimes typical,sometimes maximum
4,000
4,000
10,000
10,000
37,000
8,000
20,000
10,000
30,000 '
39,000
39,000
33,000
37,000
42,000
29
Code
BA31
BAC-1-11
BE10
BE20
BE90
BE99
BE 100
BE2O0
BE300
BE 1900
BEECH 200
BEECHCRAFT-2
BH-412
BK117
BO 105C
BOING VERTOL 234
BRISTOL 171 B
BV-234
C2O8TP
C337
C406
C46
C-119
C-177
C-402
C-440
C-441
C-501
Explanation/information
British Aerospace 31 Jetstream
BEECHCRAFT, error, is BE100
, error, is BE200
-
-
-
-
«
-
-
Helikopter
-
(Shall be Boeing, of course)(VERTOL means vertical Ukeoffand landing)
Helikopter (Same as BoeingVenol 234)
Military
New name/code
JETSTREAM
BAC-1-11
BE100
BE200
BE90
BE99
BE 100
BE200
BE300
BE 1900
BE200
BEECHCRAFT-2
BH-412
HEL
HEL
HEL
BRISTOL 171 B
HEL
CESSNA
CESSNA
CESSNA
CURTISS
C-119
CESSNA
CESSNA
CESSNA
CESSNA
CESSNA
Altitude (feet), sometimes typical,sometimes maximum
30,000
25,000
30,000
30,000
25,000
25.000
30,000
25,000
30,000
10,000
8.000
33,000
30
Code
C-54
C-550
C-551
C-560
C.46R
CARAVELLE
CARVAIR ATL-98
CATALINA
CATALINA 28-5ACF
CE-337
CE-550
CESS
CESSNA CITATION
CESSNA F-406
CESSNA337
CF-104
CL-600
COMET 4
CONSOLIDATED PBY
CONSTELLATION
CONVAK-14,CONVAIR-46,CONVAK-240,CONVAK-340,
CONVAIR-440
CONVAIR-580
CONVAIR-990
D-8
DASH
DC10
DC3
DC4
Explanation/information
Cessna Citation
Cessna Citation
Slarfighter flghterplane
Canadair Challenger
As Metropolitan
Metropolitan
Coronado
New name/code
CESSNA
CITATION
CESSNA
CESSNA
CURTISS
CARAVELLE
-
CATALINA
CATALINA
CESSNA
CITATION
CESSNA
CITATION
CESSNA
CESSNA
CF-104
CF-104
COMET 4
CONSOLIDATED PBY
CONSTELLATION
METROPOLITAN
METROPOLITAN
CONVAIR-580
CORONADO
DASH
DASH
DC10
DC3
DC4
Altitude (feet), sometimes typical,sometimes maximum
33,000
10,000
10.000
20,000
40,000
20,000
30,000
35,000
35.000
10,000
25,000
i
20,000
30,000
20,000
20,000
40,000
10,000
10,000
31
Code
DC6
DC7
DC8
DC9
DH-100
DHC-2
DHC-2 AMF.
DO228
ELECTRA
EMB-110/120
ENSTR0M 280
F-5
F-28 ENSTR.
F-28HELI
FASA226
FAKCHILD CORNELL
FAN JET FALCON DA-20
FH-1100
FH227
HNNMARKFLYBAT
F K 5 0
FLER-M LAND
FLER-M SJ0
FOKK27
FOKK28
FOKK50
G-1159
GRUMMAN
Explanation/information
Private fighter VAMPIRE,used for shows only
DHC Canada Turbo-BeaverUsed in agriculture
DHC Canada Turbo-Beaver
Embraer Bandeirante (110) andAraguaia (120)
Helikopter
Military
-
-
Swearinger Metro
Foklcer 27 (Friendship)
Folcker50
Group notation for three or moreengines land-plane
Group notation for three or moreengines sea-plane
Fokker 27
Fokker 28
Fokker50
Gulf stream
Many different military airplanes
New name/code
DC6
DC7
DC8
DC9
Removed fromthe data base
DHC-2
DHC-2
DO228
ELECTRA
EMB-110/120
HEL
F-5
HEL
HEL
FASA226
FAIRCH1LD CORNELL
JET FALCON
FH-1100
FOKK27
FINNMARKFLYBAT
FOKK50
FLER-M LAND
FLER-M SJ0
FOKK27
FOKK28
FOKK50
G-1159
GRUMMAN
Altitude (feet), sometimes typical,sometimes maximum
25,000
25,000
35,000
37,000
-
10.000
10,000
10,000
24,000
20,000
22,000
8.000
10,000
25,000
28,000
40,000
10,000
32
Code
HAWKER SIDDELEY 748
HEL
HERCULES
HERON
HERON DH 114
HILLER12
HILLER12C
HILLER360
HILLER 360UH 12
HS748
HS-114
HS-125
HS-748
HU16B
INVADER B-26
JETFALCON
JETSTR.31
JT-4
JT-4A
JT4-9
JU52
LA4
LEAR-JET
LOCKHEED 12
LOCKHEED L749A
LODESTAR
MvRKE
MBB BK-117
MD520N
MERLIN IIIB
Explanation/information
Helikopter
-
-
Hawker Siddeley
Hawker Siddeley
Hawker Siddeley
Hawker Siddeley
Grumman Albatross
JT means Jet Trainer
-
Junkers
Lake LA-4 Buccaneer
Constellation
Mis-spelt
An error
Helikopler
Helikopler
New name/code
HAWKER SIDDELEY 748
HEL
HERCULES
HERON
HERON
HEL
HEL
HEL
HEL
HAWKER SIDDELEY 748
HERON
HS-125
HAWKER SIDDELEY 748
GRUMMAN
INVADER B-26
JETFALCON
JETSTREAM
JT-4
JT-4A
JT4-9
JUS2
LA4
LEAR-JET
LOCKHEED 12
LOCKHEED L749A
LOADSTAR
Is removed from the data file
HEL
HEL
MERLIN IIIB
Altitude (feel), sometimes typical,sometimes maximum
33,000
25,000
10,000
10,000
25,000
41,000
25,000
10,000
30,000
33,000
20,000
10,000
10,000
40.000 '
40,000
25,000
33
Code
MH260
MU2
MU-300
NA-265
NORD260
NORSEMAN SJ0FLY
OTTER
OXFORD
PILATUS-TURBO
PIONEER
PIPER AZTEC
PIPER CHEROKEE
PIPER NAVAJO
PUMA SA-330
R2000
R22
R-2000
R-2800
R-3350
RP RC-3 SEA
SBSF34O
SC-7
SCANDIA590
SE3130
SEALOUETTE
SEABEE
SF34
SF-340
SH-7
Explanation/information
Mitsubishi
Mitsubishi
Sabreliner
(French transport aircraft)
Sea airplane
This grouping was wrong.The group has been subdivided
Helikopter
Robin sportsplane
Robin sportsplane?
Robin sportsplane?
Sea airplane
Saab-340
(Swedish)
Helikopter
Helikopter
(SF stands for Saab-Fairchild. acooperation product)
Shorts Skyland
New name/code
MH260
MU2
MU-300
NA-265
NORD260
NORSEMAN SJ0FLY
SINGLE OTTERTWIN OTTER
OXFORD
PILATUS-TURBO
PIONEER
PIPER AZTEC
PIPER CHEROKEE
PIPER NAVAJO
HEL
R2000
R22
R-2000
R-2800
R-3350
RPRC-3 SEA
SAAB-340
SC-7
SCANDIA590
HEL
HEL
SEABEE
SAAB-340
SAAB-340
SH-7
Altitude (feet), sometimes typical,sometimes maximum
20,000
41,000
25,000
10,000
10,000
10,000
10,000
10.000
10,000
20.000
20,000
6,000
20,000
20,000
34
Code
SHORT-SEALAND
SM333
SR-TEAL
SUNDERLAND
SUPER BROUSSARD
SW51
SAAB 90A-2
TS2A PITTS
TRISTAR
TSC1A2
UH-12
VC-10
VC-9
VERTOL44
V1CKERS-VISCOUNT
W.S.551/7
WALRUS SJ0FLY
WIDGEON
WS51
WS55
YS-11
Explanation/information
A group name
Teal II Schweitzer
Helikopter (Hiller)
We have not been able to identifythis aircraft A misspelling?
Vertical take-off and landing
Sea airplane
New name/code
SHORT-SEALAND
SM333
SR-TEAL
SUNDERLAND
SUPER BROUSSARD
SW51
SAAB 90A-2
TS2A PITTS
TRISTAR
TSC1A2
UH-12
VC-10
VC-10
VERTOL44
VICKERS-VISCOUNT
WS55
WALRUS SJ0FLY
WIDGEON
WS51
WS55
YS-11
Altitude (feet), sometimes typical,sometimes maximum
10.000
10.000
10,000
5,000
35,000
35,000
10,000
25,000
10,000
10,000
EKSPERIMENTANALYSEData Production and Evaluation
EKSPERIMENTSYSTEMERTest Rig Design and Production
EKSPERIMENTTEKNIKKExperiment Engineering
ENERGISYSTEMEREnergy Systems
FYSIKKPhysics
ISOTOPLABORATORIENEIsotope Laboratories
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iteknikkblogy
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Instituttet har en arsomsetning parundt 390 mill. kr.
The Institute's annual turnover is approx.NOK 390 million.
Totalt antall ansatte er ca. 580 (1997).I tillegg 12-15 attasjerte utenlandjJfeforskere ved Haldenprosjektet,/
The total number of employees is approx.580 (1997). In addition 12-15 foreignscientists attached to the Halden project.
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