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


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


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


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


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



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


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


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


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


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



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


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


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


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


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


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


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



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


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


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


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



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


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


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


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



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


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


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


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


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


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


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


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)


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


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


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)


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


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


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-300€•90

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


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


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


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


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


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


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


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


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


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


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


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


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


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

KONTROLLROMSSYSTEMERControl Room Systems

Institutt for einstitute for Enen

iteknikkblogy

MATERIALTEKNOLOGIMaterials Technology

MENNESKE-MASKIN KOMMUNIKASJONMan-Machine Communication t

MILJ0- OG STRALEVERNHealth and Safety

PROSESSIMULERING #Process Simulation '

REAKTORDRIFTReactor operation

RESERVOAR- OG LETETEKNOLOGIReservoir and exploration Technology

SIMULERING OG SYSTEMUTVIKLINGSimulation and Systems Development

STR0MNINGS- OG KORROSJONSTEKNOLOGIFluid Flow and Corrosion Technology

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.

Institutt for energiteknInstitute for Energy Technology

KJELLER:.Box 40, N-2007

+47 63 80 60 00.ler, Norwayix: +47 63 81 63 56

HALDEN: fP.O.Box 173, N-1751 Haldeif, NorwayTel.: +47 69 21 22 00. Fax: 4-47 69 21 22 01

cosmic radiation and airline pilots. norwegian pilots

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