Aviation - Science topic

Soft computing

You may find some information regarding different airfoil sections characteristics in the book "Theory of wing sections by Abbot and von Doenhoff".

Please contact Dr( Mrs) C.E.Ogunlade.

Absolutely on the point dear Anamitra.

It is the concern point.

Most aircrafts aren't technologically water lending functional furthermore tidal waves is the biggest risk.

Thanks again.

Fatema

Hello sir,

I just came to see this right place I have been flying sim for a long time more than 6+ years starting from fs2002 till Fs2020. I am curious and while reading the answers and Alexandros Kontotasios thanks for connecting with such a question. I am interested like do someone works on the FS2020 simulator for any research purpose. Please share if any.

It is not completely correct to equal the biojet (aviation biofuel) to biodisel. Biodiesel is produced via catalytic transesterification of oils or fats triglycerides by low molecular weight alcohols (methanol in practice). Biodiesel is mixture of fatty acid monoalkyl esters by chemical nature. Biojet is also produced from vegetable oils (for example, Camelina Sativa), but via hydrotreating process. The latter involves decarboxilation, hydrogenation and other secondary reactions. Obtained product is the mixture of alkanes. In other words, biojet composition is more simiral to the composition of traditional petroleum-derived fuels. Similar process is also utilized to produce so-called renewable diesel (HVO, HDRD). But this is not biodiesel by definition, but different type of renewable fuel for diesel engines.

As for the biodiesel in common sense, it is principally possible to blend its small fraction with aviation kerosene. However, biodiesel unsatisfactory low-temperature properties is big obstacle, limiting both fraction of biocomponent and flight altitude. I met paper dealing with utilizatiion of blends, containing only 10 % of methyl esters on flight altitude no higher than 7000 m. Substiotion of methyl esters with esters of longer-chain alcohols (especially branched ones), characterizing by the lower clouding and pouring points, may partially solve the problem. But I do not know, wheather this was tested on practice in real flight conditions. Probably not. It is also should be remembered, that biodiesel contain about 10 % of Oxygen, which inevitabely decreses its power perfomance as fuel in comparsion with ordinary jet fuel or biojet.

Thank you for your feedbacks.

Kiprotich Kiptum I had already looked at this site but it refers to conferences that do not exist. Have you ever attended a conference listed in waset?

Jochen Hack the summit looks very interesting but if I'm not mistaken it does not allow you to submit a paper or an abstract, which is my objective

Kindly have a look here...

https://www.ibef.org › Industry

Indian Aviation Industry, Aviation Sector in India, About, Analysis

Indian Aviation Industry Report

I found one but I need more:

A neuroimaging investigation of attribute framing and

individual differences

Kevin B. Murch1 and Daniel C. Krawczyk1,2

1Department of Psychiatry, University of Texas Southwestern Medical Center, Dallas, TX, USA 75390 and 2Center for BrainHealth, School of

Behavioral and Brain Sciences, The University of Texas at Dallas, Dallas, TX, USA 75235

Sustainable Tourism got to do with the local community. The economic impact of sustainable tourism in developing nations is still scarce in the field. Covid may have changed or affected the majority of local community socio-economy across the world particularly those heavily rely on tourism engagement to generate economy.

Challenges over the term 'Sustainable Tourism' itself. Nowadays with AI mushrooming - many fake destinations claim 'sustainable' while against the genuine value of 'sustainable' itself or time to go back revisit Ceballos- Lascurain Eco tourism origin long before sustainability exist in mass.

Post covid polemic - Is sustainability ever exist? the world is continuously suffering in the hand of mass-tourism (esp unethical China mass tourist) have ongoing discussion yet heavily over webinar platforms. Or does covid itself fails to provide a steadfast lesson to an unethical tourist?

Check your Y+ value and boundary conditions.

Hi Dr Pierre Tichit . Surely it has a big effect on green house effect because there is a big evolving of CO2 from airplanes . The exact percentages is mentioned by

Dr Anoop Kumar Srivastava .

I think that good materials with good chemical resistance will be thermoplastics: nylons (PA) and elastomers (TPU), with better mechanical and physical properties and greater dimensional accuracy than materials for printing in FDM technologies (PLA, ABS, PETG, nylon, PEI ( ULTEM), ASA, TPU), which are used due to costs and shorter printing time.

Very pertinent question in view of the current boom in unmanned aviation and their proven utility in Disaster Relief and Humanitarian Assistance operations.

Drones, UAVs, eVTOLs which can be jointly put under Urban Air Mobility is the future of Aviation.

Urban Air Mobility Market is projected to grow from USD 2.6 billion in 2020 to USD 9.1 billion by 2030, at a CAGR of 13.5% from 2020 to 2030. The increasing demand for an alternative mode of transportation in urban mobility for commercial applications and technological innovations in unmanned technology are the major factors driving the market.

Read about :quantum cryptography for access control in cloud computing

In my view, work experience in the aviation sector might just be another independent variable. The more important characteristics would be Focus on exposure of Quality Standards and Ethical mindset of the entrepreneur.

Moderating Variable plays a significant role in this conceptual framework, which is more of compliance. All talented and hard working entrepreneurs can contribute to the aviation industry, but if the compliance is lacking, the venture can be a disaster.

Quality Standards and Organizational Ethics in always originate at the top.

Dear Mr Nagpal,

Though my specialization is Avionics so I cannot comment on the technicalities but recently I came across an article where the concept is to use DAC to provide energy for the aircraft by absorbing and converting atmospheric CO2 into fuel. If I remember correctly it was Aerion the company developing supersonic passenger aircraft. There are a number of aircraft that fly in the region of atmosphere where quantity of CO2 is sufficient. If you can keep the weight and size small enough UAVs can be a good host platform. Regards

It will be very difficult to attain operational HVAC data since control in HVAC is mission-critical and its failure would be sometimes disastrous. If a high-rise building is of interest, a SCADA system would be in charge of handling the time-series data from all the subsystems. Inherently, these data are collected to improve the operational efficiency of the system. So, the supervisor might be interested in the simulation results although would be reluctant to publicly open such data. Rather, application of industrial IOT to the HAVC raises concerns on security bleach.

I think there are very few fields where industrial data are available to researchers. However, by a consent from the owner or the supervisor, a researcher can collect sensor readings, which can be from operational system or from sensor readings out of the control loop.

Articles say the HAVC systems become smarter and smarter, but in the real world, it seems just a part of a real estate. The 20-30 year old FCUs are still in use and designs of diffusers and ducts seem to never change. The owner might not like to let more air in because it will increase load in temperature and humidity control. The main drivers of this industry appear to be regulation and stability.

Good luck in your overcoming the gap!

ATC Towers are critical for surface movement and take off- landing clearances of the arrival and departing aircraft. So it's construction is with this basic premise of giving it maximum visibility. You can go through these videos for your better orientation.

Dear Sunny Chi Lik Au,

This largely depends on the system of financing science in a given country and the policy of financing research in specific types of universities. It is not a comfortable solution for researchers and scientists to independently search for sources of funding for their research. Systems of granting grants and subsidies for specific research projects should be developed and improved, taking into account the potential effects of the results of these studies on solving specific problems of the development of civilization.

Best wishes,

Dariusz Prokopowicz

Remember Air Afrique?

The only important parameter to guarantee sustainable aviation is the transition to new synthetic green biofuels.

Absolutely right sir. @Mr.Russel King.

Thank you.

Multivariate analysis will be appropriate

https://www.policefoundation.org/wp-content/uploads/2019/04/NPF-Building-and-Managing-a-Successful-Public-Safety-UAS-Program_Final-Report.pdf

https://www.faa.gov/uas/public_safety_gov/public_safety_toolkit/media/Public_Safety_Drone_Playbook.pdf

No.

Hi,

how about looking these?

B.R.,

Ari

Royal Society Applied Aero conference

Thanks - I'll folow up later in the week.

Hello Eric,

Since your data are frequencies/counts, (m)anova isn't really a good analysis method.

For RQ1, a chi-square test of independence (4 x 2: 4 rows of operator category; two rows for fatigue-related count, non-fatigue related count) would address whether operator category relates to likelihood of fatigue-related accident (among all accidents). Note that non-fatigue related count would be total accidents for an operator category minus fatigue-related accidents for the same category.

For your data, the answer appears to be yes: Chi-square(3, N = 16,050) = 164.489, p < .001; there is a relationship. The strength of association (using the Phi coefficient), is .10 (on a scale from 0-1.0).

For RQ2, using the pooled data for the 7 phases (6 if you omit "other" as a flight phase category), I'd suggest using a chi-square goodness of fit test to determine whether fatigue-related accidents appear equally often across the phases.

For all 7 phases, there is a difference, chi-square(6, N = 358) = 102.788, p < .001.

For the 6 phases (with "Other" excluded), there is a difference, chi-square(5, N = 262) = 66.626, p < .001.

Descriptively, categories showing larger misfits to presumed equality included: Landing (higher than overall average), Taxi and Climb (lower than overall average); Takeoff and Cruise/Maneuver (somewhat higher).

When "Other" is included, it showed the largest misfit: much higher than overall average of incidents.

Good luck with your work.

A solution for one industry may not be solutions for another industry. You will be able to implement solutions for one industry to another if the problem in both industries is the same. The secondary issue is whether the solution for one industry can be commercialized in another industry. It could be adopted in an another industry if the cost of including the solutions is acceptable and profitable. For example, remote diagnostic technology solution in the automotive industry (OnStar) was effectively used decades ago in the telephone industry, and it will be used in future in all the household equipment such as refrigerators, washers, dryer, etc. Yes, a solution for one industry can be introduced to another industry if the solutions fits in the business model and create value for both the company and customers.

Thanks.

I am not aware of any sources for historical return-to-service rates; you would probably have to do a study by recruiting Mechanics and looking at their current rates, or asking if shops have data of when the planes went in vs when they went back to service. Granted, the type of service will affect the results. If a mechanic is highly certified and regarded and is only given the complex problems to solve, of course their solutions will take longer, so maybe you can consider a way to classify the work done on the aircraft.

In aviation we talk about being ahead of the aircraft. With that said looking at reaction time is somewhat more difficult than it appears. Reaction time can be from the time a decision is made, or from the time a perception is made, or even further back to indicate the time from the onset of an event. I think looking at and understanding these would be beneficial in aviation safety. Good thoughts!

Thanks for your note and advice

Hi Danial,

If you want to working on Economical of General Aviation. You have to calculate cost of the time, image of there personnel or business that the professional business can be save/earn when compare with another type of transportation. Because the major reason why they used general aviation is not how much money they can save but it's about how much money they can earn from travel by that type of transportation.

You could consider the impacts of biofuel production in Spain, in terms of water use (water scarcity is a major environmental issue facing the country), and consider the climate (Csa is the predominant climate, but Bsh and BWh amongst other climates can be observed), and the impacts of climate change on this. You could consider which crops are suitable for this (C4 biomass crops could be an option). Policy could look at promoting sustainable feedstock production, limits on water use etc.

I see that this has been dead for about 9 months. I would like to chime in as an aviation mechanic and pilot. When it comes to things like the cockpit windshield there are a several factors that can cause what has been seen where the cockpit shatters and the crew are sucked out and the engine explodes and comes apart.

The cockpit window is organic glass meaning that is not your normal glass it is actually a grown glass that is compressed into many thick layers creating a bit of a sandwich effect. It is then put into a frame that is then screwed and torqued into the aircraft airframe. Several factors here to consider.. The first is the twist of the airframe when the windshield is put into place. If the airframe is not perfectly straight over time it will put tension on the frame and glass in ways that it shouldn't and in time it will come apart. The second is the window itself. While the companies who make these work extremely hard to ensure that the glass is perfect and free from defects there is always the 1 in a million that has a defect that can cause the window to fail prematurely. The third factor is the number of times that the aircraft is pressurized and depressurized and the length of time at each of these stages. The pressure on window changes and the glass is strained along with the rest of the aircraft. In time if there is a defect or a twist or something out of place like a scratch or small crack it will cause the window to fail. It is something that mechanics are very aware of and we do our very best when we pull them out for maintenance and reinstall them to make sure that they are protected from scratches and other defects that we could possibly cause. While most are avoidable again it is like anything else if something happens and isn't caught then in time it will give way but it is so rare that something happens that when it does it shocks all of us in the aviation community and then people outside of the community like yourselves here ask questions.

When it comes to the aircraft engines.. there are many factors here as well. every time the engine starts and gets hot the blades expand and grow and then shrink back down as they cool. Over time this causes them to become brittle and periodically these engines are inspected for things like this. We also inspect the engine for noticeable defects prior to each flight and if there is a defect or something that looks suspicious it is checked out and the aircraft is grounded until it is deemed safe. There are times thought when scratches or chips occur because small stones or other items are sucked up into the engines and hit the blades. This can cause them to give way prematurely and if not properly contained inside the nacelle of the engine we end up with what we saw with the southwest flight were the nacelle gave way due to the massive amount of damage and then the passenger window is struck and broken from the massive speed and then the aircraft depressurizes and the passenger not strapped in or leaning on the window sleeping at the time or near the window can be sucked into our worse out of the window as the air inside the aircraft rushes to the outside as pressure inside works to stabilize with the outside pressure. If people react quickly passengers and crew can be rescued and the person pulled back in or held until reaching safety.

While all of these maintenance issues are rare if the companies are rushing the mechanics or if something happens where the torque is done wrong or something distracted them.. then it is possible to end up with problems although everything is done to try to minimize this issue. As for your comment about the records being sealed.. you are correct.. The moment something like that happens.. all records up to that very moment are sealed until the investigation is completed. Everyone who worked on the aircraft or had anything to do with the aircraft for the last several years is interviewed and records and the jobs done are scrutinized. Eventually a determination is made on the cause and if its the mechanics fault then someone pays the price. Other times we see that is a problem with the manufacturer and then they pay the price. Or at other times we find that there was nothing that was done on the mechanic or manufacturer's part and it was just a premature failure of the part.. when this is the case then a maintenance message in the form of an AD or Airworthiness Directive is issued to the company of the part as well as any company that is using that part to step up their inspection and to pull and replace the part at a different interval then is currently in place.

Mohammed Khandaker , La Verne A Davis , and Michael Evans I hope this answers some of the expressed concerns.

I like the idea that you present here. I wonder if there could be another approach to this. Rather than looking at using regular water. Looking at landing into AFFF (Aqueous film forming foam) which could quench the fire without the fear of the passengers being exposed to a level of water where one could drown. Instead the fires would be suppressed and the crew and passengers would thus have more time to escape the aircraft.

Dear Eng. Omar

If one imagines the wing as a cantilever beam under distributed vertical lifting force, which should balance the total weight of the airplane during cruising steady flight, the approximate formula for calculating the wing tip deflection may have the form:

Delta(Tip)= F.O.S. * [ W b^3 / 16 EI]

where F.o.s.= Safety factor (1.2 - 1.5) for gusts and dynamic effects

W = Total weight of the airplane

b= semi span = length of the cantilevered wing

EI= equivalent bending stiffness of the wing cross section

(Depends on material of construction and second moment of area)

I wish you the best

Thanks

Several authors have pointed to the innumerable interpretations of sustainability (Lankoski, 2016, p. 848). Sustainability is commonly defined as development that “meets the needs of the present without compromising the ability of future generations to meet their own needs” (World Commission on Environment and Development (WCED), 1987, cited in Bansal & DesJardine, 2014, p. 71), a concept that is accepted in many fields of study that include a sustainable approach. Diyllick and Hockerts (2002, p. 131) define sustainability as “meeting the needs of a firm’s direct and indirect stakeholders” without compromising its ability to meet the needs of future stakeholders. They also argue that sustainability should be integrating economic, social and environmental aspects, in a short and long term (Dyllick & Hockerts, 2002, p. 132). According to Carter and Rogers (2008, p. 364) most of the definitions of sustainability incorporate economic and environmental factors. Shrivastava (1995, p. 955) describes sustainability as “the potential for reducing long-term risks associated with resource depletion, fluctuations in energy costs, product liabilities, and pollution and waste management.

Surveying burn areas, fire movement, damage/impact. Looking for survivors.

Dear Afshin,

I have several papers in the field of fault diagnosis of aerial vehicles.

I believe that one of the main issues that is remained in this field is accurate detection of abrupt faults and false data injections in the system.

Moreover, despite the fact the you might be able to detect the faults in real-time, there might some delay between your detection and your compensation algorithm that would deteriorate the system performance specially for fast dynamics!

I would recommend you to read some of my recent works in this field:

If you have any question, please feel free to ask.

Thanks,

Alireza

It depends a bit on what aspect of the fire-fighting you focus:

- For the assessment phase, typically quite standard UAV's are used. These are typically sturdier models that feature a short deployment time and are often also used by civil protection, police, ...

- For the fire-extinguishing phase, purpose-built solutions do exist, e.g.: https://www.aerones.com/eng/firefighting_drone/

Hello Mukesh, in Ireland we used machine learning for removal of systematic errors (i.e., systematic bias removal) from windspeed forecasts for wind-farms. As forecasts are made and then validated, a history of forecast errors builds up over time, and the "machine" can "learn" from this history to identify and then correct what it finds to be systematic errors - leading to systematically more accurate forecasts. We used the R package implementation of Bayes Model Averaging (BMA) to do this. See our papers on this at and You may be able to think of other applications for this (or similar) methods.

Dear Charles,

Thank you very much for your message and for the valuable documents. I am also very actively involved in this line of research. A recent paper on GNSS performance threats and augmentation strategies in aviation was recently published in JPAS (for convenience, the link is provided below):

In addition to addressing GNSS issues, it would be nice working together and investigating the feasibility of specific safety features that could be included in the ADS-B data-link as well.

Here is a summary

In the US the fuel prices are extremely low, because fuel is not beeing taxed. In Europe the costs are far higher. This led to a much higher effort to reduce fuel consumption and fostered high technology development. Whenever an oil crisis appeared the european car industry won market shares. And to be honest: Mechanical engineering is much stronger in Germany than in the US.

Ease of manufacture of comparable Z section....

Thank you for this link. I found there some useful data. Unfortunately, it does not include information about the type of HUD combiner. This is typical for industrial sites. So, I hope that somebody will inform me here.

Thanks -- appreciate these references.

If you are looking for a conference that can give you a bit of access to both industry and academia in aviation in Europe, SESAR Innovation Days could be a good event: http://www.sesarju.eu/sesarinnovationdays

Participants range from academia, over industry (manufacturers, arlines) to small companies... 

With the discovery and development of much more efficient algal strains, commercial-scale production of biofuel from algae may finally be a realistic promise.Research reported in this news release was supported by National Science Foundation (NSF) Emerging Frontiers in Research and Innovation (EFRI) Grant #1240478.

We have touched a little on this in SESAR - see enclosed papers. It's possible that Rainer Kölle or John Hird may have some additional input,

The person who studies this subject in my university  (Universidad Católica del Uruguay) is Dr. Eduardo Mazzuchelli.

regards

Gustavo Concari

Dear Giacomo,

We recently explored the effect of outcome bias on reporting intentions. Whilst our participants were primarily training to work in aviation management, I think what we found might be relevant to ATC too. Gilbey, A., Tani, K., & Tsui, WHK. (2016). Outcome Knowledge and Under-reporting of Safety Concerns in Aviation. Applied Cognitive Psychology. 30(2), 141-151 (If this may be of interest, I can send you a copy if you don't have easy access).

It might be a fascinating topic to research; our study might even work as a template to do so,

Regards,  Andrew

I agree with William. It is hard to determine if there is a link between personality and potential for accidents. The problem is twofold: one is there are so many measures of personality - which one do you choose? which is best? Second, most if not all studies utilize a "what if" approach, meaning you simulate condition or ask questions rather than looking at the individuals who were involved in the accidents (many of them being dead, of course). A while back, I tried to rectify this in terms of pilot attributes and flight conditions by comparing those who were not in accidents and from data in accident reports. Here are some places to look:

Čokorilo, O., De Luca, M., & Dell’Acqua, G. (2014). Aircraft safety analysis using clustering algorithms. Journal of Risk Research, 17(10), 1325-1340.

Brown, W. L., & Gilchrist, W. J. (2016). Assessing productivity to address safety concerns for information technology and promoting global standardization within aviation practices. Global Journal of Information Technology, 5(2), 56-61.

Chittaro, L., Buttussi, F., & Zangrando, N. (2014, November). Desktop virtual reality for emergency preparedness: user evaluation of an aircraft ditching experience under different fear arousal conditions. In Proceedings of the 20th ACM Symposium on Virtual Reality Software and Technology (pp. 141-150). ACM.

Edwards, W. J. (2015). The Efficacy of Aircraft Type Club Safety. Journal of Aviation Technology and Engineering, 5(1), 7.

Archer, S. K. (2015). Gender, Communication, and Aviation Incidents/Accidents. Journal of Media Critiques [JMC], 1(2).

Ison, D. (2014). Correlates of continued visual flight rules (VFR) into instrument meteorological conditions (IMC) general aviation accidents. Journal of Aviation/Aerospace Education & Research, 24(1), 1.

Normally, the tool materials used are SAE 52100 or SAE 304. The overhang is between 115mm to 140mm.

Journal of Air Transport Management

Excellent research question: I have seen an empirical research directly on the question. My earlier work (Brander, J.A. and A. Zhang (1993), “Dynamic Oligopoly Behaviour in the Airline Industry,” International Journal of Industrial Organization, Vol. 11 (September), pp. 407-435) for example deals with dynamic competition between two FSCs, rather than between FSC and LCC. There are plenty of papers on the impact of LCCs on FSCs' and the whole market's outputs/traffic volumes (e.g., Morrison (2001, JTEP), and most recently, Zhang, Y. and A. Zhang (2016), "Determinants of air passenger flows in China and gravity model: Deregulation, LCC, and high speed rail," Journal of Transport Economics and Policy, forthcoming).

Best wishes for carrying out your study!

Anming

Thank you so much. This helps a lot. 

Have a great day! 

One idea that is low cost is using Xplane 10's aerodynamic capabilities to evaluate.

You may find these articles helpful:

Since altitude DCS can be either rapid or slow, it depends on the scenario. In a rapid decompression, many of the effects can happen very quickly such as hypoxia, cyanosis, ear/intestinal discomfort. Diving is most associated with things like the bends which are not as common in rapid decompression. If you mean long term exposure at high altitude such as among climbers, the effects may be more progressive. Altitude sickness may result in fluid in the lungs.

This is a tricky question when we analyse Brazilian situation, let me explain :)

We have an investigative body that affirms that it is important to take care of this issue, and we know by a lot of studies aroud the word that birds can cause several damagens not just to airliners, but also to executive, militar and general aviation.

But, at least in Brazil, we have a bureaucratic and institutional problem, since the other bodies of the public administration are not concerned about this. About this, I have 3 articles studying a medium size city airport (2 in portuguese and 1 in english).

If you need, I can put you in contact with the responsible for the subject in the brazilian safety agency (that is military).

Hope it help you somehow, 

Hello. Check this link and search for research authored by Veronika Prinzo of the U.S. Federal Aviation Administration. She was a colleague of mine who specialized in ATC communication, and did studies with non-English-speaking comminunication.

While the common use is still somewhat limited due to mentioned regulatory concerns, possible additional (to those already mentioned) future uses could include: aircraft inspection (e.g. from the ground hard to access areas such as top of fuselage and vertical fin), infrastructure inspection and security (to include remote sites such as NAVAIDs, approach lighting systems, antennae structures), and flight verification tasks for navigation systems (e.g. testing ILS or approach radar accuracy)...

I'm pretty sure there is more to come as the technology and its civil application is rapidly evolving. Besides pure UAS/UAV uses, it's probably also worth mentioning other possible unmanned/robotic solutions around airports (e.g. self-driving luggage carts)...

Stefan

Historically speaking, another policy aspect to look into is state support of national airlines for the purpose of building a national identity. In the process of improving air transport infrastructure, image-building objectives could be fulfilled--or at least that's what the objective was. I link to an article discussing such efforts in Southeast Asia.

Dear Drosos,

I hope the below mentioned links would be helpful.

 _DOMESTIC_AVIATION_MARKET

Best regards

Barbara

Abdul, Tevfik and Kevin have covered nearly everything concerned with this question.

Quadcopter or any multirotor configuration are implemented only in small / micro unmanned aircrafts. As already mentioned: in such sizes, masses and volumes a helicopter configuration is too complex and too difficult to implement. 

Unlike a helicopter with a single giant rotor that is unsafe to use by a civilian user, a multirotor can be made to be much safer, easier to use and can be set up to accommodate strong / uneven wind and loading conditions as already said by Abdul and Tevfik.

All this is considering a complete electrical flying platform where the only moving parts are the motors. So comparing a purely electro-mechanical system to another with an internal combustion engine is not on the same lines. Also comparing the advantages/disadvantages, savings and efficiency between a quadcopter and a helicopter cannot be done if both are not using electric motors.

However, when it comes to seriously considering aspects like flight endurance, flight range and payload capacities things - like a helicopter that runs on some form of fuel rather than electric motors alone, a quadcopter with geared rotors instead directly fixed on the motors, etc. - will all come into play. Here comparing the 2 will not be possible. Put simply you'll need to address and clearly establish what the application of the aircraft actually is; it will come down to where and how much is the capability of hovering required / utilised.

Some less philosophical thoughts about this question:

- Professional operators with tons of up-to-date licenses in aviation, laymen in road traffic with standard licenses from some decades ago.

- Research in aviation on this topic has started in the late 70s which was mostly public funded and nearly everything is available online and in English. Much automotive research has started these days, is funded or done by car manufacturers, everything needs publication approvals from the company’s project leader, his boss, his boss-boss and his boss-boss-boss, several vice-presidents and their grandmothers and much work is also done in German (often in parallel to the English-speaking community).

- Completely different vehicles, technical systems, environments, jurisdictions.

- In aircraft accidents the manufacturers are traditionally blamed for some design issues, in car accidents the manufacturers normally don’t get blamed.  

- Many of us are really frightened of airplane crashes, which are perceived as other-directed risks, which leads to an over-estimation of these risks, while we usually evaluate the risks of car accidents as self-determined and so we underestimate these risks.

- Many aviation researchers do not fly by themselves, while nearly everybody owns or drives a car.  

- Human operators with the same sensory and cognitive systems in both cases! In both cases they belief to perform better than they do.

- I predict the same automation effects we have already seen in aviation to happen in the automotive domain like reduced vigilance and loss of situation awareness on short term and skill degradation on long term.

- Needed disciplines, competences, equipment, and methods for research are mostly the same.

The problem in answering your question is that intensity itself can refer to many different things. From the context, I'm willing to say that the integrated intensity is the exposure of your sensor from a source that has a time-varying or otherwise non-constant irradiance.

My reasoning for this recommendation is based on the fact that for sources with constant irradiances, the exposure of the sensor is the irradiance of the source times the time that it had been observed.  This is the same as integrating the constant irradiance over time, so if you have a source with a non-constant irradiance, the integrated irradiance should provide a more accurate cumulative photometric measure than the traditional equation for exposure which again is irradiance times time.

My book "Aviation and International Cooperation: Human and Public Policy Issues" published by Springer and just released (in June 2015) has a chapter on MH 370; MH 17 and QZ 8501 on passenger rights.  It discusses inter alia ICAO efforts to have a database which reports conflict zones to the public.