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Cosmic radiation and airline pilots* Exposure Patterns of Norwegian S^ 1960 to1994 . Revised Version

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Institute for Energy Technology Performing Organisation Document no.: Date Institute for Energy Technology IFE/KR/E-99/002 February 1999 Kjeller

Project/Contract no. and name Client/Sponsor Organisation and reference: E-483 Research Council of Norway

Title and subtitle Cosmic radiation and airline pilots. Exposure patterns of Norwegian SAS-pilots 1960 to 1994. Revised version.

Author(s) Reviewed Approved UlfTveten ////, Steinar Backe Gordon C. Christensen Institute for Enejr -, Kjeller

Abstract The present report is a revised version of an earlier report (IFE/KR/E-96/008). The revision has been carried out, since a completely new version of the computational tool has recently been released. All calculations have been redone. The work which is presented in this report is part of a Norwegian epidemiological project, carried out in cooperation between Institute for Energy Technology (IFE), the Norwegian Cancer Registry (NCR) and the Norwegian Radiation Protection Authority (NRPA). Originating from the Norwegian project, a number of similar projects have been started in a number of European countries. The present report lays the ground for estimation of individual exposure histories to cosmic radiation of pilots employed by the Scandinavian Airlines System (SAS). The results presented in this report (radiation doserates for the different types of aircraft in the different years) were calculated with the most recent computer program for this purpose, the CARI-5E from the United States Civil Aviation Authority. The other major sources of information used as basis for this work is the collection of old SAS time tables found in the SAS Museum at Fornebu Airport in Oslo, and information provided by members of the Pilots Associations in Norway. Key Words Cosmic radiation, Cancer, Aviation

ISSN ISBN Numbers of Pages 0333-2039 82-7017-221-9 106 Supplementary Data ACKNOWLEDGEMENTS

The author wants to express his gratitude for the valuable help given by the Norwegian Pilots Association, the SAS (Scandinavian Airlines System) Pilots Association, the SAS Museum, and in particular the flight captains Odd Iversen, Olav Eide and Stein Gilhuus. He also wants to thank Wallace Friedberg of the Civil Aviation Institute, Oklahoma City for providing the computer program CARI-5E, which has been used to calculate the radiation doses presented in this report. TABLE OF CONTENTS

1 Introduction 1 2 The epidemiological project 2 3 Approaches to radiation dose estimates 2

4 Information from the SAS time tables 3 5 Aircraft types and pilots per aircraft 5 6 Distribution of pilot-hours on different types of routes 6

7 Flight profiles for different routes 6 8 Heliocentric potential over the time period considered 7 9 Change of airport locations 8

10 Calculation of the radiation dose and doserate along specific flight legs, using the CARI-5E computer program 8 11 Typical radiation doserate on specific aircraft types over the years 1960 to 1994 9

Appendix A Flight-hours per week flown by Norwegian SAS-pilots 11 Appendix B Flight profiles for SAS routes 18 Appendix C Radiation doses and doserates to Norwegian SAS-pilots on specific flights 60 1 Introduction

This report is an updated version of an older report, IFE/KR/E-96/008. Several new versions of the computer program CARI, used to calculate the radiation dose during individual flights, have been released since the original report was published. It is felt that the extensive information contained in the present report may be of value to the many other national projects on this subject that have currently been undertaken, and for this reason all the calculations have been re-made, using the most recent version, CARI-5E, and are published in this updated version.

The work which is presented in this report has been performed as part of a Norwegian epidemiological project entitled «Exposure to low level ionizing radiation and incid- ence of cancer in airline pilots and crew», carried out in cooperation between Institute for Energy Technology (IFE), the Norwegian Cancer Registry (NCR) and the Norwe- gian Radiation Protection Authority (NRPA). IFE was initiator of the project, and acts as project leader.

The project has been partially financed by the Norwegian Research Council. The most recent phase of the project has been partially financed by the NHO's Arbeidsmilj0fond (The Working Environment Fund of the Confederation of Norwegian Business and Industry).

Originating from the Norwegian project, a number of similar projects have been star- ted in a number of European countries and in the USA. A Nordic project group and a European project group have been formed. Some basic funding, to cover expenses of travel in connection with coordinating meetings, has been obtained from the Nordic Cancer Union and the European Union respectively.

The present report lays the ground for estimation of individual exposure histories to cosmic radiation of pilots employed by the Scandinavian Airlines System (S AS). The results presented in this report (radiation doserates for the different types of aircraft in the different years), together with the results presented in report IFE/KR/E-97/003 (Cosmic radiation and airline pilots. Exposure patterns of Norwegian pilots flying air- craft not used by SAS), has been utilized to estimate the individual radiation exposure histories of the pilots in the Norwegian cohort.

The major sources of information used as basis for this work is the collection of old SAS time tables found in the SAS Museum at Fornebu Airport in Oslo, and informa- tion provided by members of the Norwegian Pilots Associations. 2 The epidemiological project

The present project is based upon a concept conceived in 1981 by the author of the present report in cooperation with Georg Petersen, MD, then at the Oslo Health Coun- cil. The concept was further developed in 1982, but funding was not obtained till 1992, when the Norwegian Research Council gave partial funding. The additional funding has been provided by the institutions that form the project group: Institute for Energy Technology, The Norwegian Cancer Registy, The National Radiation Protection Authority.

The Norwegian project is now completed and will soon be published. The cohort con- sists of all pilots and cabin crew members in the registers of the Norwegian Aviation Administration since 1 January 1946 for the pilots and from 1 January 1950 for cabin crew and up till February 1994. There are 3,815 pilots and 3,725 cabin crew members in the cohort.

3 Approaches to radiation dose estimates

In the initial stages of the project several alternative approaches were considered. The flight hours of the individual pilots between licence renewals are registered in the Nor- wegian Aviation Administration and have been entered into the cohort data base. This, however, has to be seen in conjunction with information on the type of routes flown. One reason for this is that the reported flight hours include the taxing time (time from departure from the gate until take-off and time from touch-down to arrival at the gate) as well as the time of ascent to and descent from cruise altitude. For short flights the taxing time, when no excess radiation is received, and time of ascent/descent, when little excess radiation is received, is a much larger proportion of the flight time than for long flights.

It was found that in the Norwegian material the aircraft type was available for the majority of the pilots. If this had not been the case, use of a typical career pattern was considered. Typically a commercial pilot starts as co-pilot on short flights, advance to continental routes and finally to intercontinental routes, before advancing to captain on short routes etc.

For cabin crew it did not appear that historic data on flight hours were available. The dose history then has to be based on the information available, like duration of employ- ment. Quite late in the project period it was discovered that flight hours for cabin crew members employed by SAS were available after all. This data, which is available on microfiche, is now being processed, in what is a second phase of the project. This phase is partially financed by the NHO's Arbeidsmilj0fond (The Working Environment Fund of the Confederation of Norwegian Business and Industry).

In the present project it has been chosen to make detailed estimation of the individual dose exposure histories, based on information on aircraft type, for all pilots within the cohort. It was decided to base the dose calculations on the computer program CARI-3N, developed at the US Federal Aviation Administration. See ref. (Friedberg et al) for information about this program. The program is widely used for calculations of this type. The program calculates doses along defined flight routes, but the question remained: how to choose the flight routes for the individual pilots in the cohort.

The files of the Aviation Administration contain a large number (several hundreds) of types of aircraft flown by pilots within the cohort. All types of aircraft not used by SAS have been assembled in classes according to typical cruise altitude, typical flight profile as well as route (departure and destination airports) have been defined, and calcula- tions of doserates for each "altitude class" has been carried out. This task could not have been carried out without the invaluable assistance of a number of commercial pilots, and the task was coordinated by captain Stein Gilhuus of SAS and co-pilot Peter Bull of Braathens SAFE.

The calculations of doses and doserates for aircrafts not used by SAS are presented in a separate report (IFE/KR/E-97/003).

4 Information from the SAS time tables

All routes from the SAS time tables were entered in tables in an ACCESS data base. The labor involved was extensive, and only the data for every fifth year has been ente- red in the data base. The data are used for the year of the time table, and the following four years. The route system may have been changed in the course of these five years, some aircraft types may have been taken out of service and some new aircraft types have been introduced, but nevertheless it seems safe to assume that the error introdu- ced by this simplification is not severe. The two events during the time period covered by this study with most impact on air traffic were the first Arab oil embargo in 1973 and the Gulf war in 1991. If the present project is extended, it may be worth while to have a closer look at the time periods around these years.

The data base contains data for 3.244 flight legs.

All the information from the time tables can not be included in the present report, but an arbitrary section of one of the tables is included in Table 1 as an illustration.

The first column in the table contains a counter, which has no actual meaning. The next column contains the flight number (SK-number) as specified in the SAS time table. The third column contains the aircraft type. The fourth column contains the flight time in minutes for each flight leg (or the time spent on ground (ground-stops)). The fifth col- umn contains the number of flights flown per week on this flight leg. The sixth column shows whether the current row of the table is an actual flight leg or is time spent on ground during a short ground-stop on a flight continuing with the same flight number to (an)other destination(s). The ground-stop information is actually not used at pres- ent, but was recorded in any case, since this could be done with very little extra work, and perhaps it may be useful in some other connection. The seventh column contains the specification of the flight leg (departure airport/city - destination airport/city (or airport/city when the row in the table refers to a ground-stop)). As identification are in most cases used the actual city names, but also in some cases the international three- character airport identification codes (CPH for Copenhagen, FBU for Fornebu, Oslo, ARN for Arlanda, Stockholm etc.)- The last column (entitled "Norsk?", which means "Norwegian?") contains information on whether the flight leg or ground-stop is part of a flight which is entirely within Norway (a domestic flight) (Y for yes) or not (N for no). If one of the flight legs is to a foreign country, even though all other flight legs are within Norway, the entire flight is considered a non-domestic flight.

Table 1. An arbitrary part of the flight route information data base. For explanation of the table, see the accompanying text.

Counter Flight ID (SK- I Aircraft I Flight time | Flights Ground | Comments I Norsk? 303 761DC9 200 3 CPH-ISTANBUL N 304 762 DC9 200 3 ISTANBUL-CPH N 305 770DC8 280" i TELAVIV-CPH N 306 771IDC8 275 i CPH-TELAVIV"" NI 307 77I;DCIO 275 l i CPH-TELAVIV N 308 772.DC10 280 'i iTELAVIV-CPH N 309 773DC8 "280: ] .".' l ^ ...... 310 774 DC8 280: ~ '' l TELAVIV-CPH N 311 776 DC9 205: '"' ~"} ATH-CPH N 312 777, DC8 • 200; l iCPH-ATH N 313 777: DC9 ;"" 200 i" CPH-ATH !N 314 778DC8 205 '.... . J ATH-CPH N 315 778JDC9 205 ' ATH-CPH :N 316 779IDC9 210 i i CPH-ATH |N ..." 1.. 317 850:FOKK27 90 2 IGOT-STAVANGER !N ".. 318 851:FOKK27 80 ' 2 iSTAVANGER-GOT \n '" : 319 86o:coT ..' :" 65: 7 iCPH-STAVANGER ;N ."' 320 861 DC9 i 75': ' 7 iBERGEN-CPH N 321 863 DC9 30 7 BERGEN-STAVANGER N....'."... ' 322 863DC9 30 7 GRD STAVANGER N 323 863IDC9 65 7 STAVANGER-CPH N 324 864DC9 65 7 CPH-STAVANGER 325 864IDC9 30 7 GRD STAVANGER N

The number of flights per week for a certain route, as well as the actual routes flown, varies somewhat with the seasons, and for clarity it has been chosen to use the routes as they are flown on or near the date of 12 October in each of the years covered by this project. Since only Norwegian SAS-pilots will be considered in this report, domestic flights within Denmark and Sweden as well as flights from Denmark to Sweden or from Sweden to Denmark are not included in the data base. However, if one leg of a flight goes on to another country, e.g. Germany, then all legs of the flight are included in the data base. Likewise, if one flight leg is within Norway, while the next leg goes on to Denmark, all of the flight legs of this flight are marked (in the last column of the table) as being a non-domestic (Norwegian) flight (an example of this is found in rows 321 - 323 in Table 1; flight number SK-863 from Bergen to Copenhagen with a ground-stop in Stavanger).

The underlying assumption for the choices described in the previous paragraph, is that domestic Norwegian SAS-flights are flown only by Norwegian pilots, that domestic SAS-flights within Denmark and Sweden as well as flights between Denmark and Swe- den are never flown by Norwegian pilots, and that all other SAS-flights are flown by Norwegian, Danish and Swedish pilots in proportion to the number of pilots of each nationality employed by SAS in the year in question. As any Scandinavian passenger knows, the assumptions concerning domestic flights are not quite true. However, the Norwegian domestic flights flown by Swedish or Danish pilots will be more or less balanced by Swedish or Danish domestic flights flown by Norwegian pilots, and the assumptions should not cause serious bias in the results.

5 Aircraft types and pilots per aircraft

The types of aircraft used by SAS on the different routes are specified in the time tables. Table 2 summarizes what type of aircraft have been used in the different years on the different classes of flights.

Table 2. Aircraft used by SAS in the different years. The numbers in parenthesis are the number of pilots/flight mechanics in the cockpit.

Year Long-haul flights Intermediate distance Short-haul flights flights 1990 Boeing767 (3) DC9 (2) Fokker-27 (2)1 DC10 (3) MD-80 (2) Fokker 50 (2) 1985 Boeing747 (Jumbo) (3) Boeing737(2)2 Fokker-27 (2) DC10 (3) DC9 (2) Twin Otter (2)2 DC8 (3) 1980 Boeing747 (Jumbo) (3) AB300 (Airbus) (2) Cessna (2) DC 10 (3) Boeing737(2)2 Electra (2)2 DC8 (3) DC9 (2) Twin Otter (2)2 1975 Boeing747 (Jumbo) (3) DC9 (2) Electra (2)2 DC 10 (3) Fokker-27 (2) DC8 (3) Twin Otter (2)2 1970 DC8 (3) Caravelle (3) DC6 (2) DC9 (2) Metropolitan (2) 1965 DC8 (3) Caravelle (3) Metropolitan (2) DC7 (3) Curtiss (3)2 Coronado (3) 1960 DC8 (3) Caravelle (3) Metropolitan (2) DC7 (3) Curtiss (3)2 Twin Otter (2)2 DC6 (2) 1955 and Only low-altitude aircrafts (2 or 3) earlier See discussion in the following paragraphs These aircraft, although listed as SK-flights, may not have been flown by SAS pilots. In this project they have been treated like the other aircrafts.

It was not quite clear how to consider flight mechanics and navigators. On long-haul routes the crew in the cockpit consists of captain, copilot and a flight mechanic. Some airlines still have this arrangement also for medium-range flights. Some years (15 - 20) ago it was also customary (perhaps required) to have a navigator in the cockpit on overseas flights. It is not clear whether this was in addition to or instead of a flight mechanic (whether there were three or four persons in the cockpit on these flights). Apparently there was also a flight mechanic on flights with the Caravelle; at least in the earliest years of use of this aircraft. In SAS the practice seems to have been abandoned in the last years of use of the Caravelle. It is difficult to obtain reliable information on these matters so many years later, without spending more resources on the task than it is worth, as the potential uncertainty in the results due to this simplification will be very small.

The flight mechanics are included in the Norwegian cohort compiled by the Norwegian Cancer Registry in another part of this project. In the Norwegian Aviation Administra- tion their licence files are physically stored together with the licenses for the pilots, while the files of the navigators are not. Most of the flight mechanics in the cohort are also licensed as commercial pilots.

A few of the members of the cabin crew in the Norwegian cohort are also licensed as pilots.

The assumptions used in the present report concerning the number of persons (pilots plus flight mechanics) in the cockpit are the numbers in parentheses in Table 2. Navi- gators have not been included at this stage. It is possible that this has to be reconside- red at a later stage of the project.

6 Distribution of pilot-hours on different types of routes

The data from the flight tables have been sorted and summed up to see which fraction is on routes of different types. The results are given in individual tables in Appendix A for each of the years analyzed. Each aircraft type is given separately. The tables show the number of flighthours per week flown by Norwegian SAS-pilots on each type of aircraft, the flighthours per week on flight legs of different time duration with each air- craft type, and the same information expressed as percentages. These percentages are used to estimate the dose rates from cosmic radiation to Norwegian pilots flying differ- ent types of aircraft, as will be explained in the following chapters.

The tables on distribution of pilot-hours are also interesting seen as documentation on how the different types of aircraft have been used by the air company, although this has no connection with the present project.

7 Flight profiles for different routes

As described in Chapter 10, the computer program CARI 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, since the radiation intensity is a function both of altitude and geographical latitude. The required 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 coordi- nates of the departure and arrival airports. These coordinates are in a datafile which is part of the CARI program package for a very large number of airports all over the world. The code developer has kindly included data for a number of smaller Norwegian airports, by request from the present project. A flight profile consists of numerical values of the following quantities:

(Duration of ascent from lift-off to first cruise level) (Tascent), (Altitude of first cruise level) (Hi), (Duration of cruising at first cruise level) (TO, (Altitude of second cruise level) (H2), (Duration of cruising at second cruise level) (T2), (etc. if more cruise levels), (Duration of descent from last cruise level to touch-down) (Tdescent)- All durations are in minutes, and the altitudes are in feet. In addition the taxing times at the departure (Ttaxii) and arrival (Ttaxi2) airports are specified, although these quantities are not used by the CARI program. The taxing times are, however, included in the time duration of the flight as it is specified in the time tab- les, since flight duration is routinely counted from departure from the gate at the departure air- port until docking at the gate of the arrival airport. The flight-hours per year, as reported by the pilots to the Aviation Administration, are also reckoned from gate to gate in the same manner.

A large number of flight profiles are given in Appendix B. These flight profiles have been spe- cified, based upon experience, by several pilots from SAS, and this part of the project has been coordinated by Captain Stein Gilhuus from SAS.

In a few cases in the earlier time periods two different flight profiles, differing in total flight time, are given for the same flight leg, flown with the same type of aircraft. In these cases these profiles refer to two different flight numbers, flow on different weekdays, where the flight time according to the time tables differ significantly. It may seem strange that a relatively short flight may take one hour longer to fly on e.g. Thursday than on Tuesday with the same type of airplane, and the discrepancy may simply be a misprint in the time table. It has been chosen, however, to accept the information as printed.

8 Heliocentric potential over the time period considered

The heliocentric potential expresses the intensity of the solar activity. When the poten- tial is high, the cosmic radiation is deflected to a larger degree, and the levels of cosmic radiation in the atmosphere are lower than during the time periods when the helio-cen- tric potential is low. The potential may vary significantly from month to month. One of the differences between the version of CARI used in the first phase of the project and the version used in the calculations (using CARI-5E) published here, is that the helio- centric values have been reconsidered and new values have been assigned. The values used in the present calculations are shown in Table 3.

Table 3 Helicentric potentials for the time periods used in the calculations.

Time period 1960-1964 1965 -1969 1970-1974 1975 -1979 1980-1984 1985-1989 1990-1994

Heliocentric 747 672 641 594 894 679 854 potential (MV) 9 Change of airport locations

Some cities have built new airports during the time period covered by this project. In 1962 air traffic to/from Stockholm was moved from Bromma airport to Arlanda, but since the calcula- tions (and other information) marked 1960 in this report really refer to the five-year period 1960 to 1964, the location Arlanda is used in all the calculations. The air traffic to/from Goth- enburg was moved from Torslanda airport to Landvetter in 1978. In May 1989 the SAS flights to/from New York were moved from J.F.Kennedy to Newark airport. All B747 and DC 10 flights to/from Oslo were flown to/from Gardermoen airport while all other traffic was to/from Fornebu. In Paris air traffic was moved from Le Bourget to Charles-de-Gaulle in the time period from 1974 to 1976. There may be additional cities where air traffic has been moved to new airports in different locations. The relatively small difference in geographical coordinates will probably be of marginal importance in relation to the pilot's exposure histo- ries, and it has been chosen to use Landvetter, Fornebu, JFK and Charles-de-Gaulle throughout the calculations although stricktly speaking this is not correct.

10 Calculation of the radiation dose and doserate along specific flight legs, using the CARI-5E computer program

As already mentioned, the radiation dose calculations in this updated report have been perfor- med with the computer program CARI-5E.

The differences between the different CARI-versions CARI-3N, CARI-4 and CARI-5E can be summarized as follows (personal communication from Wallace Friedberg and Kyle Copeland):

"The physics and dosimetry in CARI improve as they improve in Keran O'Brien's LUIN cosmic radiation transport code. Each new version of CAR! is based on a new version of LUIN. LUIN98F is the latest version of LUIN.

CARI-4 vs. CARI-3

1. The CARI-4 dose/location database is created using LUIN97. LUIN97 is improved over the previous version of LUIN(LUIN94). Improvements include:

a. Inclusion of a wider range of neutron energies,

b. Electromagnetic showers propagate through the 30-cm slab phantom with attenuation effects previously not included,

c. Use of improved geomagnetic field data.

2. The heliocentric potential is determined using superior interpolation tables based on more accurate calculations of the geomagnetic field at the Deep River Neutron Monitor. CAR1-5 vs. CAR1-4

The CARI-5 database was created using LUIN98F. The primary improvements over LUIN97 are:

a. Incorporation of the neutron spectrum below 500 MeV from the FLUKA Monte Carlo code.

b. Effective dose calculations using M. Pelliccioni's anthropomorphic phantom. Thus CARI-5 reports effective dose whereas CARI-4 reported equivalent dose to the bone marrow."

The radiation doses have been calculated for a large selection of flight legs for each aircraft type and for each five-year time period, based upon the SAS time-tables for the first of the years in each time period. The flights have been selected to represent a wide range of flight durations and geographical latitudes for the flights. Using only a selection, and not all the flight legs, is of course a simplification, but the task would otherwise have been quite over- whelming, particularly for the pilots, who had to define the flight profiles for all the flight legs for which calculations have been carried out.

The results of the CARI-5E calculations for all the flight legs calculated are contained in sepa- rate tables for each type of aircraft and each five-year time period in Appendix C. After each table is a box in which the actual calculation of a doserate for the specific aircraft and five-year time period is carried out. The doserates from the table for each one-hour "time window" of flight duration are averaged (the average is calculated e.g. for all flight legs in that specific table with time duration between three and four hours), and this average is multiplied with the fraction of flight-hours in this "time window" from the corresponding table in Appendix A.

In typical passenger traffic cruising altitudes a large proportion of the radiation is neutrons and other particles, while at sea level most of the radiation is gamma radiation. The biological effect of exposure to neutrons and particles relative to gamma radiation is not well known, and there are disputes over what "quality factor" shall be used. In the CARI-5E computer pro- gram the most recent recommendations of the International Commission on Radiation Pro- tection (ICRP report no. 60) are followed.

11 Typical radiation doserate on specific aircraft types over the years 1960 to 1994

Based upon the percentage of (or actually fraction of) flights having flight legs of specific time duration and the results of the CARI-5E calculations, typical radiation dose rates for specific aircraft types have been calculated, as explained in the previous chapter. 10

Table 4 Cosmic radiation dose rates for Norwegian pilots flying SAS aircrafts .

Year Long-haul flights Intermediate distance flights Short-haul flights 1990 Boeing-767 3.1 microS v/h DC-9 2.1 microSv/h Fokker-27 0.27 microSv/h DC-10 3.4 microSv/h MD-80 2.0 microSv/h Fokker-50 0.29 microSv/h 1985 Boeing-747 4.0 microS v/h Boeing-737 2.3 microSv/h Fokker-27 0.30 microS v/h DC-10 3.5 microSv/h DC-9 2.0 microSv/h Twin Otter 0.11 microS v/h DC-8 2.9 microSv/h 1980 Boeing-747 3.5 microS v/h AB-300 2.8 microSv /h Cessna 0.5 microS v/h DC-10 2.5 microSv/h Boeing-737 2.2 microSv /h Electra 0.5 microSv/h DC-8 2.2 microSv/h DC-9 1.7 microS v/h Twin Otter 0.08 microSv/h 1975 Boeing-747 3.9 microS v/h DC-9 1.4 microSv/h Electra 0.51 microSv/h DC-10 4.3 microSv/h Fokker-27 0.48 microSv/h DC-8 2.5 microS v/h Twin Otter 0.07 microSv/h 1970 DC-8 2.8 microS v/h Caravelle 1.2 microS v/h DC-6 0.17microSv/h DC-9 1.4 microSv/h Metropolitan 0.08 microSv/h 1965 DC-8 2.7 microSv/h Caravelle 1.3 microSv/h Metropolitan 0.33 microSv/h DC-7 1.1 microS v/h Curtiss 0.47 microSv/h Coronado 1.5 microS v/h 1960 DC-8 3.3 microS v/h Caravelle 1.6 microS v/h Metropolitan 0.22 microS v/h DC-7 0.41 microS v/h Curtiss 0.44 microSv/h Twin Otter 0.10 microS v/h DC-6 0.20 microSv/h 1955 and Only low-altitude aircrafts earlier 11

Appendix A Flight-hours per week flown by Norwegian SAS-pilots

The following explanation of the data in the tables below and on the next pages is a reprint of Chapter 6 of the present report:

The data from the flight tables have been sorted and summed up to see which fraction is on routes of different types. The results are given in individual tables in Appendix A for each of the years analyzed. Each aircraft type is given separately. The tables show the number of flighthours per week flown by Norwegian SAS-pilots on each type of aircraft, the flighthours per week on flight legs of different time duration with each aircraft type, and the same information expressed as percentages. These percentages are used to estimate the dose rates from cosmic radiation to Norwegian pilots flying different types of aircraft, as will be explained in the following chapters.

The tables on distribution of pilot-hours are also interesting seen as documentation on how the different types of aircraft have been used by the air company, although this has no connection with the present project.

1960 Flight-hours flown by Norwegian SAS-pilots (hours per week); distribution between aircraft types and flight-leg time duration.

Flight leg DC8 DC7 Caravelle Curtiss DC6 Metropolitan Twin duration (hours) Otter

13-12 22.8 (4%)

12-11 20.4 (4%)

11 -10 36.7 (7%)

10-9 34.7 (7%)

9-8 148.7 (40%) 30.4 (6%)

8-7 60.4(16%) 70.2(13%)

7-6 79.7 (22%) 30.1 (6%)

6-5 21.6(6%) 50.8 (10%) 15.5 (17%)

5-4 39.7(11%) 65.9(13%) 11.2(12%)

4-3 49.7(10%) 28.5 (5%) 13.2(14%)

3-2 27.1(5%) 136.7(26%) 26.6 (28%) 23.7(12%) 16.9(5%)

2-1 14.7 (4%) 66.8(13%) 328.8 (62%) 16.4(17%) 158.4 (80%) 240.5 (67%) 107.0(88%)

1 -0 4.8(1%) 8.6 (2%) 37.0 (7%) 11.4(12%) 14.7 (8%) 99.0 (28%) 14.7(12%)

Total flight-hours per week on this aircraft type 369.6 514.2 531.0 94.3 196.8 356.4 121.7

Percentage of flight hours on each aircraft type 17% 24% 24% 4% 9% 16% 6% 12

1965 Flight-hours flown by Norwegian SAS-pilots (hours per week); distribution between aircraft types and flight-leg time duration.

Flight leg DC8 DC7 Coronado Caravelle Curtiss Metropolitan duration (hours)

16-15 26.5 (27%)

15-14 38.3 (38%)

14-13

13-12

12-11 10.4(11%)

11 -10

10-9

9-8 89.4(18%)

8-7 123.6(25%)

7-6 69.4(14%)

6-5 9.6 (2%)

5-4 66.3 (13%) 28.9(31%)

4-3 19.2(4%) 5.8(1%) 32.5 (35%)

3-2 44.1 (9%) 72.1 (10%) 8.7 (9%) 174.7(27%)

2-1 68.0(13%) 4.3 (4%) 18.2(62%) 427.5 (62%) 22.6 (25%) 310.7(48%)

1-0 10.4 (2%) 20.3 (20%) 11.1(38%) 188.1 (27%) 167.1 (25%)

Total flight-hours per week on this aircraft type 500.0 99.8 29.3 693.5 92.7 652.5

Percentage of flight hours on each aircraft type 24% 5% 1% 34% 4% 32% 13

1970 Flight-hours flown by Norwegian SAS-pilots (hours per week); distribution between aircraft types and flight-leg time duration.

Flight leg duration DC8 Caravelle DC9 DC6 Metropolitan (hours)

11 -10 8.6(1%)

10-9 130.1 (14%)

9-8 154.5(17%)

8-7 207.2 (23%)

7-6 90.1 (10%)

6-5 73.7 (8%)

5-4 53.1 (6%)

4-3 12.4(1%) 12.6(2%)

3-2 97.2(11%) 7.9 (3%) 69.8 (8%)

2-1 61.5(7%) 137.2(57%) 359.8(41%) 28.9 (23%)

1 -0 13.0(2%) 94.7 (40%) 429.9 (49%) 15.9 (100%) 98.6 (77%)

Total flight-hours per week on this aircraft type 901.4 239.8 872.1 15.9 127.5

Percentage of flight hours on each aircraft type 41.8% 11.1% 40.5% 0.7% 5.9% 14

1975 Flight-hours flown by Norwegian SAS-pilots (hours per week); distribution between aircraft types and flight-leg time duration.

Flight leg Boeing747 DC10 DC8 DC9 Electra Fokker27 Twin Otter duration (hours) (Jumbo)

11 -10 8.8(1%)

10-9 81.9(60%) 105.6(14%)

9-8 50.6 (46%) 14.3(11%) 79.5(10%)

8-7 44.7(41%) 12.8 (9%) 117.2(15%)

7-6 11.4(8%) 116.2(15%)

6-5 63.0 (8%)

5-4 34.7 (5%)

4-3 48.2 (6%) 24.9 (2%)

3-2 16.3 (12%) 83.4(11%) 104.9(6%) 17.6 (36%) 6.6 (72%)

2-1 13.8(13%) 108.1 (14%) 692.6 (41%) 22.8 (47%) 2.6 (28%)

1-0 8.8(1%) 848.0(51%) 8.4(17%) 83.5 (100%)

Total flight-hours per week on this aircraft type 109.1 136.7 773.5 1670.4 48.8 9.2 83.5

Percentage of flight hours on each aircraft type 3.9% 4.8% 27.3% 59.0% 1.7% 0.3% 3.0% 15

1980 Flight-hours flown by Norwegian SAS-pilots (hours per week); distribution between aircraft types and flight-leg time duration.

Right leg Boeing747 DC10 DC8 AB300 Boeing737 DC9 Cessna Electra Twin Otter duration (Jumbo) (Airbus) (hours)

12-11 19.2(7%)

11-10 17.9(6%) 8.8 (4%)

10-9 33.0(12%) 31.7(10%) 8.2 (4%)

9-8 106.8(38%) 102.0 (32%)

8-7 81.8(29%) 89.9 (28%) 12.3 (6%)

7-6 22.2 (10%)

6-5 27.8(12%)

5-4 39.6(13%) 19.0(8%)

4-3 24.6 (8%) 82.6 (37%) 32.7 (2%)

3-2 17.1 (6%) 20.1 (6%) 17.0(8%) 153.0(7%) 13.6(37%)

2- 1 2.8(1%) 6.7 (2%) 22.0(10%) 28.6(81%) 3.1 (100%) 918.1 (45%) 23.2 (63%)

1-0 4.2(1%) 2.1 (1%) 1.9(1%) 6.6 (19%) 938.5 (46%) 4.7 (100%) 8.1 (100%)

Total flight- hours per 282.8 316.7 221.8 35.2 3.1 2042.3 4.7 36.8 8.1 week on this aircraft type

Percentage of flight 9.6% 10.7% 7.5% 1.2% 0.1% 69.2% 0.2% 1.2% 0.3% hours on each aircraft type 16

1985 Flight-hours flown by Norwegian SAS-pilots (hours per week); distribution between aircraft types and flight-leg time duration.

Flight leg Boeing747 DC10 DC8 Boeing737 DC9 Fokker27 Twin Otter duration (hours) (Jumbo)

12-11 66.7 (12%)

11 -10 69.8(13%)

10-9 101.9(19%)

9-8 49.3 (54%) 153.1 (29%) 7.0(5%)

8-7 41.6(46%) 61.4(12%) 6.6 (5%)

7-6 22.1 (4%)

6-5

5-4 11.5(2%) 48.4(35%)

4-3 15.2 (3%) 28.1 (20%) 51.0(5%)

3-2 20.1 (4%) 28.0 (20%) 169.0(17%)

2-1 1.9(0%) 20.8 (15%) 2.8 (100%) 513.8 (50%) 108.8(71%)

1 -0 11.3(2%) 284.6 (28%) 45.3 (29%) 22.0(100%)

Total flight-hours per week on this aircraft type 90.9 535.0 138.9 2.8 1018.4 154.1 22.0

Percentage of flight hours on each aircraft type 4.6% 27.3% 7.1% 0.1% 51.9% 7.8% 1.1% 17

1990 Flight-hours flown by Norwegian SAS-pilots (hours per week); distribution between aircraft types and flight-leg time duration.

Flight leg Boeing767 DC10 DC9 MD-80 Fokker27 Fokker50 duration (hours)

14-13 67.7 (8%)

13-12 64.7 (7%)

12-11 81.0(9%) 116.4(37%)

11 -10 81.5(9%) 36.7(12%)

10-9 162.0(19%)

9-8 246.8 (29%) 72.4 (23%)

8-7 153.5(18%) 32.5(10%)

7-6 28.6 (9%)

6-5

5-4 23.1 (7%) 49.3 (5%)

4-3 3.5 (0%) 156.8(16%)

3-2 3.8 (0.5%) 7.6 (2%) 305.0(16%) 191.0(20%)

2-1 4.0 (0.5%) 1.0(0%) 1235.3 (64%) 322.1 (33%) 57.0 (63%) 430.7 (42%)

1-0 398.1 (20%) 256.3 (26%) 32.9 (37%) 583.3(58%)

Total flight-hours per week on this aircraft type 865.0 318.3 1941.9 975.5 89.9 1041.0

Percentage of flight hours on each aircraft type 16.5% 6.1% 37.1% 18.7% 1.7% 19.9% 18

Appendix B Flight profiles for SAS routes

Explanation of the tables in this appendix, taken from Chapter 7:

A flight profile consists of numerical values of the following quantities:

(Duration of ascent from lift-off to first cruise level) (Ta^O, (Altitude of first cruise level) (HO, (Duration of cruising at first cruise level) (T,), (Altitude of second cruise level) (H2), (Duration of cruising at second cruise level) (T2), (etc. if more cruise levels), (Duration of descent from last cruise level to touch-down) (Ta^cem)- AH durations are in minutes, and the altitudes are in feet. In addition the taxing times at the departure (T,axii) and arrival (Tlaxj2) airports are specified, although these quantities are not used by the CARI-5E program. The taxing times are, however, included in the time duration of the flight as it is specified in the time tables, since flight duration is routinely counted from departure from the gate at the departure airport until docking at the gate of the arrival airport. The flight-hours per year, as reported by the pilots to the Aviation Administration, are also reckoned from gate to gate in the same manner.

Flight profiles 1960, DC8

Route/ Ttaxil 'ascent H, T, H2 T, H3 T3 Tdescent Tlaxl2 flight time

CPH-Anchorage 15m 24m 28000 2:30 31000 3:00 35000 1:56 25m 5m 8h35m

Anchorage-CPH 15m 25m 29000 3:00 33000 3:00 37000 1:13 27m 5m 8h25m

CPH-JFK 15m 24m 28000 2:30 31000 3:00 35000 1:36 25m 10m 8h20m

JFK-CPH 20m 25m 29000 3:00 33000 3:00 37000 48m 27m 5m 8h5m

Anchorage-Tokyo 15m 25m 31000 4:00 35000 2:22 25m 8m 7h35m

Tokyo-Anchorage 20m 25m 33000 3:30 37000 1:53 27m 5m 6h40m

SStr0mfjord-LAX 10m 26m 31000 4:00 35000 2.09 25m 10m 7h20m

LAX-SStr0mf)ord 15m 25m 33000 3:30 37000 2:05 27m 3m 6h 45m

CPH-SStr0mf]ord 12m 25m 35000 3:35 25m 3m 4h 40m '

SStr0mfjord-CPH 10m 23m 33000 2:00 37000 1:05 27m 5m 4h 10m

HAM-Glasgow 12m 18m 35000 35m 25m 5m Ih35m

Glasgow-HAM 10m 17m 33000 30m 23m 5m fh25m

HAM-CPH 12m 10m 24000 3m 10m 5m 40m

CPH-HAM 12m 9m 23000 5m 9m 5m 40m 19

Flight profiles 1960, DC7

Route/ Maxil 1 ascent H, T, Hj T2 H3 T, 1 descent Tlax,2 flight time

Karachi-Rome 10m 30m 20000 2:00 22000 2:03 24000 7:32 20m 5m 12h 40m

Rome-Karachi 12m 32m 21000 2:00 23000 2:03 25000 6:20 20m 3m llh30m

Rio-Monrovia 10m 32m 21000 2:00 23000 7:16 19m 3m lOh 20m

Monrovia-Rio 10m 30m 20000 2:00 22000 7:01 19m 5m 10h5m

Nairobi-ATH 10m 30m 20000 2.00 22000 6:43 19m 3m 9h45m

ATH-Nairobi 10m 30m 21000 2:00 23000 6:38 19m 3m 9h40m

Geneve-Teheran 10m 29m 21000 2:00 23000 5:49 19m 3m 8h50m

Bangkok-Karachi 12m 29m 20000 2:00 22000 5:03 18m 3m 8h5m

Karachi-Cairo 10m 29m 20000 2:00 22000 5:00 18m 3m 8h0m

Monrovia-Lisboa 10m 29m 21000 2:00 23000 4:59 19m 3m 8h0m

Karachi-Bangkok 10m 29m 21000 2:00 23000 4:57 19m 5m 8h0m

Lisboa-Monrovia 10m 28m 20000 2:00 22000 4:51 18m 3m 7h50m

Cairo-Karachi 10m 29m 21000 2:00 23000 4:44 19m 3m 7h45m

Rome-Abadan 12m 29m 21000 2:00 23000 4:17 19m 3m 7h20m

Teheran-Rome 10m 28m 20000 2:00 22000 4:16 18m 3m 7h 15m

Tokyo-Manila 12m 28m 20000 2.00 22000 3:54 18m 3m 6h55m

Manila-Tokyo 10m 26m 21000 2:00 23000 3:24 17m 3m 6h20m

Johannes.-Nairobi 10m 26m 19000 2:00 21000 3:24 17m 3m 6h20m

Khartoum-ATH 10m 28m 20000 4:57 17m 3m 5h55m

Abadan-Karachi 10m 26m 19000 4:55 16m 3m 5h50m 20

Nairobi-Johannsb. 10m 28m 20000 4:47 17m 3m 5h45m

ATH-Khartoum 10m 26m 19000 4:45 16m 3m 5h40m

ATH-Teheran 10m 26m 19000 4:40 16m 3m 5h35m

Rome-Cairo 12m 26m 19000 4:33 16m 3m 5h3Om

Calcutta-Karachi 10m 24m 18000 4:08 15m 3m 5h0m

Karachi-Calcutta 10m 26m 19000 4:05 16m 3m 5h0m

Bangkok-Manila 10m 26m 19000 4:10 16m 3m 5h5m

Manila-Bangkok 10m 24m 18000 3:53 15m 3m 4h45m

SaoPaulo-Montev. 10m 24m 18000 3:48 15m 3m 4h 40m *

Djakarta-Bangkok 10m 24m 18000 3:43 15m 3m 4h 35m

ATH-Zurich 10m 20m 16000 3:32 15m 3m 4h20m

Khartoum-Nairobi 10m 22m 17000 3:26 14m 3m 4h 15m

Nairobi-Khartoum 10m 20m 16000 3:24 13m 3m 4h 10m

Zurich-Lisboa 10m 20m 16000 3:19 13m 3m 4h5m

Lisboa-Zurich 10m 22m 17000 2:56 14m 3m 3h45m

Bangkok-Calcutta 10m 20m 16000 2:59 13m 3m 3h45m

SaoPaulo-Montev. 10m 24m 18000 2:48 15m 3m 3h 40m *

VIE-Rome 10m 14m 14000 2:00 llm 5m 2h40m

Rome-VIE 12m 15m 15000 1:51 12m 5m 2h35m

VIE-Dusseldorf 10m 14m 14000 1:32 llm 3m 2h 10m

Dusseldorf-VEE 10m 13m 13000 1:32 10m 5m 2h 10m

Zurich-Rome 10m 13m 13000 1:27 10m 5m 2h5m 21

Rome-Zurich 12m 14m 14000 1:25 llm 3m 2h5m

Prag-Geneve 10m 14m 14000 1:22 llm 3m 2h0m

Geneve-Prag 10m 13m 13000 1:19 10m 3m In 55m

CPH-Dusseldorf 10m 12m 12000 1:11 9m 3m Ih45m

Dusseldorf-CPH 10m 10m 11000 1:07 8m 5m lh40m

ARN-CPH 10m llm 12000 55m 9m 5m lh30m

CPH-ARN 10m 10m 11000 54m 8m 3m Ih25m

FBU-CPH 10m 10m nooo 47m 8m 5m lh20m

CPH-FBU 10m 10m 12000 48m 9m 3m lh20m

Rio-SaoPaulo 10m 8m 10000 47m 7m 3m lh 15m

SaoPaulo-Rio 10m 8m 11000 41m 8m 3m lh 10m

HAM-CPH 10m 8m 11000 24m 8m 5m 55m

CPH-HAM 10m 8m 10000 27m 7m 3m 55m

B.Aires-Montev. 10m 7m 9000 19m 6m 3m 45m

Montev.-B.Aires 10m 7m 8000 19m 6m 3m 45m * There are two different flights (with the same type of aircraft) from Sao Paulo to Montevideo with strangely different flight times. They are two different flights with different flight identification numbers, and these are the times given in the time table.

Flight profiles 1960, Caravelle

Route/ Tiaxil 1 ascent H, T, H2 T2 H3 T3 1 descent Tmxi2 flight time

Beirut-Rome 8m 20m 28000 1:20 31000 1:43 19m 5m 3h55m

Rome-Beirut 10m 21m 29000 1:10 33000 1:21 20m 3m 3h25m

CPH-Barcelona 10m 20m 28000 1:10 31000 1:11 19m 5m 3h 15m

Barcelona-CPH 8m 21m 29000 1:10 33000 1:01 20m 5m 3h5m 22

CPH-Rome 10m 23m 31000 1:53 19m 5m 2h50m

Rome-CPH 10m 21m 29000 2:06 18m 5m 3h0m

Teheran-Beirut 10m 20m 28000 1:10 31000 1:08 19m 3m 3h 10m

IstanbuI-VIE 8m 23m 31000 1:55 19m 5m 2h50m

Beirut-Teheran 10m 25m 33000 1:35 20m 5m 2h35m

VE-Istanbul 10m 23m 33000 1:45 19m 3m 2h40m

CPH-Nice 10m 22m 31000 1:41 19m 3m 2h35m

Nice-CPH 8m 25m 33000 1:32 20m 5m 2h30m

ARN-Moscow 10m 22m 33000 1:18 20m 5m 2h 15m

Moscow-ARN 10m 21m 31000 1:30 19m 5m 2h25m

CPH-Milano 10m 21m 31000 1:20 19m 5m 2h 15m

Milano-CPH 10m 22m 33000 1:08 20m 5m 2h5m

Cairo-ATH 8m 21m 31000 1:12 19m 5m 2h5m

ATH-Cairo 10m 22m 33000 1:03 20m 5m 2h0m

CPH-London 10m 20m 31000 58m 19m 8m Ih55m

London-CPH 10m 22m 33000 53m 20m 5m In 50m

CPH-Helsinki 10m 22m 33000 55m 20m 3m lh50m

Helsinki-CPH 8m 20m 31000 1:03 19m 5m Ih55m

CPH-Munchen 10m 20m 31000 51m 19m 5m Ih45m

Munchen-CPH 10m 22m 33000 53m 20m 5m lh50m

Abadan-Dhahran 8m 22m 33000 52m 20m 3m In 45m

Bangkok-Beirut 8m 20m 31000 50m 19m 3m lh40m 23

Ankara-Beirut 8m 22m 33000 37m 20m 3m lh30m

CPH-FRA 10m 20m 31000 31m 19m 5m Ih25m

FRA-CPH 10m 22m 33000 28m 20m 5m Ih25m

CPH-Dusseldorf 10m 19m 31000 22m 19m 5m lh 15m

Dusseldorf-CPH 10m 21m 33000 19m 20m 5m lh 15m

CPH-ARN 10m 21m 33000 9m 20m 5m Ih5m

ARN-CPH 10m 19m 31000 17m 19m 5m lh 10m

Ankara-Istanbul 8m 17m 28000 16m 16m 3m lhOm

Istanbul-Ankara 8m 16m 27000 13m 15m 3m 55m

Munchen-FRA 10m 16m 26000 9m 15m 5m 55m

FRA-Munchen 10m 16m 27000 4m 15m 5m 50m

CPH-HAM 10m 13m 23000 4m 15m 3m 45m

HAM-CPH 5m 12m 22000 9m 14m 5m 45m

FRA-Dusseldorf 10m 10m 20000 3 12m 5m 40m

Dusseldorf-FRA 10m llm 19000 3 llm 5m 40m

Flight profiles 1960, Curtiss

Route/ Ttaxil * asccni H, T, H2 T2 H3 T3 * dcsccnl Ttaxi2 flight time

CPH-Milano 8m 30m 17000 2:00 21000 1:15 12m 5m 4h 10m

Milano-CPH 8m 32m 18000 2:00 22000 1:12 13m 5m 5h45m

CPH-Paris 8m 30m 20000 2:45 12m 5m 3h40m

CPH-Stuttgart 8m 30m 20000 2:07 12m 3m 3h0m 24

Stuttgart-CPH 5m 28m 19000 2:10 12m 5m 3hOm

Paris-FRA 10m 22m 17000 1:12 llm 5m 2h0m

FBU-CPH 5m 16m 15000 1:10 9m 5m Ih45m

CPH-GOT 8m 8m 10000 34m 7m 3m lhOm

GOT-FBU 5m 8m 10000 37m 7m 3m lhOm

Stuttgart-FRA 5m 6m 7000 18m 6m 5m 40m

Flight profiles 1960, DC6

Route/ Tiaxil Tascenl H, T, H2 T2 H3 T, 'descau TIaxi2 flight time

GOT-London 8m 18m 16000 2:11 13m 10m 3h0m

London-GOT 10m 17m 15000 2:08 12m 3m 2h50m

Stavanger-London 8m 18m 16000 1:56 13m 10m 2h45m

London-Stavanger 10m 17m 15000 2:03 12m 3m 2h45m

CPH-AMS 10m 15m 14000 1:14 llm 5m In 55m

AMS-CPH 10m 16m 15000 1:07 12m 5m In 50m

Bod0-Trondheim 8m 15m 14000 58m llm 3m Ih35m

Trondheim-Bod0 8m 14m 13000 55m 10m 3m lh30m

FBU-CPH 10m 14m 13000 51m 10m 5m lh30m

CPH-FBU 10m 12m 12000 55m 10m 3m lh30m

ARN-FBU 10m 7m 12000 56m 9m 3m Ih25m

FBU-ARN 10m 8m 13000 53m 9m 5m Ih25m

FBU-Trondheim 10m 8m 13000 50m 9m 3m lh20m 25

Trondheim-FBU 8m 7m 12000 53m 9m 3m lh20m

FBU-GOT 10m 5m 9000 31m 6m 3m 55m

GOT-FBU 8m 6m 10000 31m 7m 3m 55m

Brussel-AMS 10m 5m 7000 20m 5m 5m 45m

AMS-Brussel 10m 5m 8000 14m 6m 5m 40m

Flight profiles 1960, Metropolitan

Route/ Maxil 1 ascent H, T, H2 T2 H3 T3 1 descent T.^2 flight time

AMS-Stavanger 8m 32m 23000 1:29 13m 3m 2h25m

Stavanger-AMS 5m 30m 22000 1:32 13m 5m 2h25m

Warsaw-CPH 5m 30m 22000 1:27 13m 5m 2h20m

CPH-Warsaw 8m 27m 21000 1:25 12m 3m 2h 15m

FBU-CPH 5m 15m 15000 1:11 9m 5m Ih45m

CPH-FBU 8m 16m 16000 1:03 10m 3m lh40m

ARN-FBU 8m 16m 16000 1:08 10m 3m Ih45m

FBU-ARN 5m 15m 15000 56m 9m 5m lh30m

ARN-Helsinki 8m 13m 13000 53m 8m 3m Ih25m

Helsinki-ARN 5m 14m 14000 58m 8m 5m lh30m

FBU-Bergen 5m 8m 10000 47m 7m 3m lh 10m

Bergen-FBU 5m 9m 11000 40m 8m 3m fh5m

FBU-GOT 5m 9m 11000 30m 8m 3m 55m

GOT-FBU 5m 8m 10000 32m 7m 3m 55m 26

CPH-GOT 8m 8m 10000 34m 7m 3m lhOm

GOT-CPH 5m 7m 9000 31m 7m 5m 55m

Stavanger-Bergen 5m 6m 8000 25m 6m 3m 45m

Bergen-Stavanger 5m 5m 7000 26m 6m 3m 45m

Flight profiles 1960, Twin Otter

T T Route/ Tiaxil H, T, H2 T2 1 TW flight time descent

Hammerfest-Kirkenes 5m 9m 9000 1:35 9m 2m 2h0m

Kirkenes-Hammerfest 5m 10m 10000 1:28 10m 2m Ih55m

Alta-Troms0 5m 10m 10000 48m 10m 2m lh 15m

Troms0-Alta 5m 9m 9000 50m 9m 2m lh 15m

Harstad-Bod0 5m 9m 9000 50m 9m 2m Ih 15m

Bod0-Harstad 5m 10m 10000 48m 10m 2m lh 15m

Troms0-Bardufoss 5m 7m 7000 14m 7m 2m 35m

Bardufoss-Troms0 5m 8m 8000 12m 8m 2m 35m

Hammerfest-Alta 5m 5m 5000 13m 5m 2m 30m

Alta-Hammerfest 5m 6m 6000 llm 6m 2m 30m

Vads0-Kirkenes 5m 3m 3000 7m 3m 2m 20m

Kirkenes-Vads0 5m 4m 4000 5m 4m 2m 20m 27

Flight profiles 1965, DC8

Route/ Tiaxil 1 ascent H, T, H2 T2 H3 T, I descent Ttaxi2 flight time

CPH-Anchorage 15m 24m 28000 2:30 31000 3:00 35000 2:01 25m 5m 8h40m

Anchorage-CPH 15m 25m 29000 3:00 33000 3:00 37000 1:18 27m 5m 8h3Om

CPH-JFK 15m 24m 28000 2:30 31000 3:00 35000 1:51 25m 10m 8h35m

JFK-CPH 20m 27m 33000 3:00 37000 3:11 27m 5m 7h30m

Anchorage-Tokyo 15m 25m 31000 4:00 35000 2:22 25m 8m 7h35m

SStr0mf|ord-LAX 10m 26m 31000 4:00 35000 2:19 25m 10m 7h30m

LAX-SStr0mfjord 15m 25m 33000 3:30 37000 2:20 27m 3m 7h0m

Tokyo-Anchorage 20m 25m 33000 3:30 37000 1:48 27m 5m 6h35m

Monrovia-Rio 12m 25m 31000 3:00 35000 1:55 25m 8m 6h5m

Rio-Monrovia 12m 25m 33000 4:00 37000 51m 27m 5m 6h0m

Bangkok-Karachi 12m 26m 35000 3:57 25m 5m 5h5m

Karachi-Bangkok 15m 22m 33000 3:15 23m 5m 4h20m

Teheran-Rome 12m 26m 35000 3:44 25m 8m 4h55m

Lisboa-Monrovia 12m 26m 35000 3:32 25m 5m 4h40m

Monrovia-Lisboa 12m 23m 33000 2:00 37000 1:28 27m 5m 4h35m

CPH-SStr0mf|ord 15m 26m 35000 3:31 25m 3m 4h 40m '

SStr0mf)ord-CPH 10m 23m 33000 2:00 37000 1:15 27m 5m 4h'20m

Rome-Teheran 15m 23m 33000 2:00 37000 1:15 27m 5m 4h25m

Nairobi-Johannes. 12m 25m 35000 3:08 25m 5m 4h 15m

Johannes.-Nairobi 12m 22m 33000 3:08 23m 5m 4h 10m 28

Khartoum-ATH 10m 25m 35000 2:55 25m 5m 4h0m

ATH-Khartoum 12m 24m 33000 2:51 23m 5m 3h55m

SaoP.-Montevideo 12m 24m 35000 2:14 25m 5m 3h20m

Karachi-Teheran 12m 23m 35000 1:55 25m 5m 3h0m

Manila-Bangkok 12m 23m 35000 1:55 25m 5m 3h0m

Zurich-Lisboa 15m 22m 35000 1:28 25m 5m 2h35m

Karachi-Calcutta 12m 21m 33000 1:34 23m 5m 2h35m

Teheran-Karachi 12m 20m 33000 1:30 23m 5m 2h30m

Khartoum-Karac. 10m 20m 33000 1:32 23m 5m 2h30m

Calcutta-Bangkok 12m 20m 33000 1:15 23m 5m 2h 15m

Montreal-Chicago 15m 22m 35000 53m 25m 10m 2h5m

CPH-Glasgow 15m 22m 35000 43m 25m 5m lh50m

Glasgow-CPH 10m 20m 33000 42m 23m 5m lh40m

Bergen-Glasgow 10m 21m 35000 34m 25m 5m Ih35m

Glasgow-Bergen 10m 20m 33000 27m 23m 5m Th25m

Zurich-Rome 15m 19m 33000 13m 23m 5m lh 15m

Bergen-CPH 10m 19m 33000 13m 23m 5m lh 10m

Prag-Zurich 10m 17m 31000 12m 21m 5m Ih5m

Entebbe-Nairobi 10m 17m 29000 9m 19m 5m lhOm

SaoPaulo-Rio 10m 13m 25000 13m llm 8m 55m

HAM-CPH 12m 10m 24000 8m 10m 5m 45m

BuenosA.-Monte. 12m 8m 19000 2m 8m 5m 35m 29

Flight profiles 1965, DC7

Route/ * ascent H, T, H2 T2 H3 T3 Maxi2 flight time

JFK-ARN 15m 35m 20000 2:00 22000 2:04 24000 9:58 20m 3m 15h 15m

CPH-JFK 10m 36m 21000 2:00 23000 2:04 25000 9:30 20m 10m 14h 50m

JFK-CPH 15m 35m 20000 2:00 22000 2:04 24000 9:06 20m 5m 14h 25m

CPH-Montreal 10m 32m 21000 2:00 23000 2:04 25000 6:49 20m 5m 12h0m

Montreal-JFK 10m 12m 12000 1:09 9m 10m lh50m

ARN-CPH 10m 12m 12000 59m 9m 5m Ih35m

GOT-FBU 8m 8m 10000 24m 7m 3m 50m

FBU-GOT 10m 7m 9000 24m 6m 3m 50m

CPH-GOT 10m 7m 9000 24m 6m 3m 50m

GOT-CPH 8m 8m 10000 22m 7m 5m 50m

Flight profiles 1965, Coronado

Route/ 1 taxil 1 ascent H, T, H2 T2 H3 T3 Tdesom T,axi2 flight time

CPH-Zurich 10m 20m 33000 32m 23m 5m lh30m

Zurich-CPH 10m 23m 35000 27m 25m 5m lh30m

CPH-FBU 10m 16m 31000 6m 20m 3m 55m

FBU-CPH 10m 14m 29000 8m 18m 5m 55m 30

Flight profiles 1965, Caravelle

Route/ Ttaxil Tascenl H, T, H2 T2 H, 1 descent Maxi2 flight time

CPH-Mallorca 10m 20m 28000 1:00 31000 1:26 19m 5m 3h20m

Mallorca-CPH 7m 21m 29000 1:00 33000 1:27 20m 5m 3h20m

CPH-Rome 10m 23m 31000 1:53 19m 5m 2h50m

Rome-CPH 10m 25m 33000 1:50 20m 5m 2h50m

ARN-London 10m 23m 31000 1:45 19m 8m 2h45m

London-ARN 12m 25m 33000 1:28 20m 5m 2h30m

Stuttgart-Madrid 8m 23m 31000 1:35 19m 5m 2h30m

Madrid-Stuttgart 10m 25m 33000 1:25 20m 5m 2h25m

Moscow-ARN 10m 23m 31000 1:23 19m 5m 2h20m

ARN-Moscow 10m 25m 33000 1:15 20m 5m 2hl5m

CPH-Milano 10m 23m 31000 1:08 19m 5m 2h5m

Milano-CPH 8m 25m 33000 1:12 20m 5m 2h 10m

TelAviv-ATH 7m 23m 31000 1:16 19m 5m 2h 10m

ATH-TelAviv 10m 25m 33000 1:00 20m 5m 2h0m

CPH-Paris 10m 23m 31000 55m 19m 8m Ih55m

Paris-CPH 10m 25m 33000 50m 20m 5m lh50m

Stavanger-London 7m 22m 31000 54m 19m 8m lh50m

London-Stavanger 12m 24m 33000 46m 20m 3m Ih45m

CPH-HEL 10m 24m 33000 43m 20m 3m lh40m

HEL-CPH 7m 22m 31000 42m 19m 5m Ih35m 31

CPH-FRA 10m 22m 31000 34m 19m 5m lh30m

FRA-CPH 10m 23m 33000 22m 20m 5m lh20m

CPH-Dusseldorf 10m 21m 31000 20m 19m 5m lh 15m

Dusseldorf-CPH 8m 23m 33000 19m 20m 5m lh 15m

CPH-ARN 10m 20m 29000 17m 18m 5m lh 10m

ARN-CPH 10m 21m 31000 15m 19m 5m lh 10m

CPH-FBU 10m 18m 28000 15m 17m 5m Ih5m

FBU-CPH 7m 19m 29000 16m 18m 5m Ih5m

Trondheim-Bod0 7m 19m 29000 18m 18m 3m Ih5m

Bod0-Trondheim 7m 18m 28000 20m 17m 3m Ih5m

ARN-FBU 10m 18m 28000 12m 17m 3m lhOm

FBU-ARN 7m 17m 27000 10m 16m 5m 55m

ARN-HEL 10m 17m 27000 9m 16m 3m 55m

HEL-ARN 7m 18m 28000 8m 17m 5m 55m

CPH-HAM 10m 13m 23000 9m 15m 3m 50m

HAM-CPH 5m 12m 22000 14m 14m 5m 50m

CPH-GOT 10m 7m 14000 13m 7m 3m 40m

Brussel-AMS 10m 5m 13000 10m 5m 5m 35m

AMS-Brussel 10m 5m 12000 10m 5m 5m 35m 32

Flight profiles 1965, Curtiss

Route/ Tiaxil 1 ascem H, T, H2 T2 H3 T3 1 descent Ttaxi2 flight time

CPH-Milano 8m 30m 17000 2:00 21000 1:15 I2m 5m 4h 10m

Milano-CPH 8m 32m 18000 2:00 22000 1:12 13m 5m 4h 10m

CPH-Paris 8m 30m 20000 2:45 12m 5m 3h40m

Paris-CPH 10m 30m 19000 2:53 12m 5m 3h50m

CPH-GOT 8m 8m 10000 39m 7m 3m Ih5m

GOT-CPH 5m 7m 9000 41m 7m 5m Ih5m

FBU-GOT 5m 7m 9000 43m 7m 3m Ih5m

GOT-FBU 5m 8m 10000 42m 7m 3m Ih5m

Flight profiles 1965, Metropolitan

Route/ Ti««[ 1 ascent H, T, H2 T2 H3 T, 'descent T|axi2 flight time

Bod0-Bergen 5m 30m 22000 2:09 13m 3m 3h0m

Bergen-Bod0 5m 28m 21000 1:52 12m 3m 2h40m

Bod0-FBU 5m 30m 22000 1:49 13m 3m 2h40m

FBU-Bod0 5m 28m 21000 1:47 12m 3m 2h35m

Stavanger-AMS 5m 30m 22000 1:37 13m 5m 2h30m

AMS-Stavanger 8m 32m 23000 1:29 13m 3m 2h25m

Warsaw-CPH 5m 30m 22000 1:27 13m 5m 2h20m

Tampere-Norrk. 5m 20m 18000 1:26 11m 3m 2h5m

Norrk.-Tampere 5m 20m 17000 1:07 10m 3m Ih45m 33

CPH-FBU 8m ]6m 16000 1.03 10m 3m lh40m

FBU-CPH 5m 15m 15000 1:06 9m 5m lh40m

Bod0-Trondheim 5m 16m 15000 1:01 10m 3m Ih35m

Trondheim-FBU 5m 16m 16000 56m 10m 3m lh30m

FBU-Stavanger 5m 8m 10000 52m 7m 3m lh 15m

FBU-Bergen 5m 8m 10000 47m 7m 3m lh 10m

Troms0-Bod0 5m 10m 12000 49m 8m 3m lh 15m

Bod0-Troms0 5m 9m 11000 45m 8m 3m lh 10m

CPH-HAM 5m 9m 11000 38m 8m 5m Ih5m

Bod0-Bardufoss 5m 9m 11000 40m 8m 3m Ih5m

Bardufoss-Bod0 5m 8m 10000 42m 7m 3m Ih5m

Bod0-And0ya 5m 8m 10000 37m 7m 3m lhOm

And0ya-Bod0 5m 8m 9000 37m 7m 3m lhOm

FBU-GOT 5m 9m 11000 35m 8m 3m lhOm

GOT-FBU 5m 8m 10000 32m 7m 3m 55m

CPH-GOT 8m 8m 10000 34m 7m 3m lhOm

GOT-CPH 5m 7m 9000 31m 7m 5m 55m

Lakselv-Kirkenes 5m 7m 9000 28m 7m 3m 50m

Kirkenes-Lakselv 5m 8m 10000 32m 7m 3m 55m

Troms0-Alta 5m 7m 9000 28m 7m 3m 50m

Alta-Troms0 5m 7m 8000 29m 6m 3m 50m

Aalborg-Kr.sand 5m 5m 7000 26m 6m 3m 45m 34

Kr.sand-Aalborg 5m 6m 8000 25 m 6m 3m 45m

Stavanger-Bergen 5m 6m 8000 20m 6m 3m 40m

Bergen-Stavanger 5m 5m 7000 21m 6m 3m 40m

Alta-Lakselv 5m 5m 6000 12m 5m 3m 30m

Lakselv-AUa 5m 4m 5000 13m 5m 3m 30m

Flight profiles 1970, DC8

T Route/ Tlaxil 1 ascent H, T, H2 T2 H3 T3 "descent flight time

CPH-Seattle 15m 24m 28000 3:00 31000 3:30 35000 2:06 25m 10m 9h50m

Zurich-Bridgetwn 15m 24m 28000 3:00 31000 3:30 35000 1:46 25m 5m 9h25m

Rio-Lisboa 12m 25m 29000 3:00 33000 3:00 37000 2:10 27m 6m 9h20m

Bergen-Seattle 10m 24m 28000 3:00 31000 3:00 35000 1:51 25m 10m 9h0m

CPH-Anchorage 15m 24m 28000 2:30 31000 3:00 35000 2:01 25m 5m 8h40m

Anchorage-CPH 15m 25m 29000 3:00 33000 3:00 37000 1:18 27m 5m 8h30m

CPH-JFK 15m 24m 28000 2:30 31000 3:00 35000 1:56 25m 10m 8h40m

JFK-CPH 20m 27m 33000 3:45 37000 2:26 27m 5m 7h30m

Anchorage-Tokyo 15m 25m 31000 4:00 35000 2:32 25m 8m 7h45m

JFK-FBU 20m 26m 33000 3:45 37000 2:17 27m 5m 7h20m

Montreal-CPH 15m 27m 33000 4:00 37000 1:41 27m 5m 6h55m

Tokyo-Anchorage 20m 25m 33000 3:30 37000 1:48 27m 5m 6h35m

Bang.-Tashkent 12m 25m 31000 3:15 35000 1:55 25m 8m 6h20m

Tashkent-Bang. 12m 20m 33000 4:00 37000 56m 27m 5m 6h0m 35

Tashkent-CPH 12m 24m 31000 3:00 35000 1:49 25m 5m 5h55m

CPH-Tashkent 15m 25m 33000 3:45 37000 48m 27m 5m 5h45m

Entebbe-ATH 12m 24m 31000 2:30 35000 1:59 25m 5m 5h35m

ATH-Entebbe 12m 25m 33000 2:15 37000 2:01 27m 5m 5h25m

Monrovia-Tunis 12m 25m 33000 2:00 37000 1:56 27m 5m 5h5m

Tunis-Monrovia 12m 26m 35000 3:37 25m 5m 4h45m

Teheran-Rome 12m 26m 35000 3:44 25m 8m 4h55m

Karachi-Bangkok 15m 22m 33000 3:40 23m 5m 4h45m

Bangkok-Karachi 12m 26m 35000 3:32 25m 5m 4h40m

Rome-Teheran 15m 23m 33000 2:00 37000 1:15 27m 5m 4h25m

Nairobi-Johannes. 12m 25m 35000 3:13 25m 5m 4h20m

Johannes.-Nairobi 12m 22m 33000 3:13 23m 5m 4h 15m

CPH-Reykjavik 15m 23m 35000 2:42 25m 5m 3h50m

CPH-Madrid 15m 23m 35000 2:37 25m 5m 3h45m

Madrid-CPH 15m 25m 37000 2:28 27m 5m 3h40m

Karachi-Teheran 12m 21m 35000 1:42 25m 5m 2h45m

Teheran-Karachi 12m 20m 33000 1:30 23m 5m 2h30m

LAX-Seattle 20m 24m 35000 1.06 25m 10m 2h25m

Seattle-LAX 15m 22m 33000 1:10 23m 10m 2h20m

Montreal-Chicago 15m 22m 35000 58m 25m 10m 2h 10m

Chicago-Montreal 20m 20m 33000 47m 23m 5m Ih55m 36

ARN-Bergen 12m 21m 35000 17m 25m 5m lh20m

CPH-Dusseldorf 15m 18m 31000 llm 21m 5m lh 10m

Flight profiles 1970, Caravelle

Route/ Ttaxil 1 ascent H, T, H2 T2 H3 T3 1 descent Maxi2 flight time

ARN-Moscow 10m 25m 33000 1:20 20m 5m 2h20m

Moscow-ARN 10m 23m 31000 1:23 19m 5m 2h20m

CPH-London 10m 22m 31000 1:01 19m 8m 2h0m

Paris-CPH 10m 25m 33000 1:00 20m 5m 2h0m

CPH-Paris 10m 22m 31000 1:01 19m 8m 2h0m

CPH-Glasgow 10m 22m 31000 1:01 19m 3m Ih55m

Glasgow-CPH 8m 24m 33000 53m 20m 5m lh50m

ARN-Leningrad 10m 23m 33000 37m 20m 5m Ih35m

Leningrad-ARN 8m 22m 31000 41m 19m 5m Ih35m

Stavanger-AMS 8m 22m 31000 34m 19m 7m lh30m

AMS-Stavanger 10m 23m 33000 34m 20m 3m lh30m

CPH-ARN 10m 20m 29000 22m 18m 5m lh 15m

ARN-CPH 10m 21m 31000 20m 19m 5m lh 15m

CPH-FBU 10m 18m 28000 20m 17m 5m lh 10m

FBU-CPH 7m 19m 29000 16m 18m 5m Ih5m

CPH-HAM 10m 13m 23000 9m 15m 3m 50m

HAM-CPH 5m 12m 22000 14m 14m 5m 50m 37

CPH-GOT 10m 7m 14000 18m 7m 3m 45m

GOT-CPH 7m 8m 15000 18m 7m 5m 45m

Flight profiles 1970, DC9

Route/ Tlaxil 1 ascent H, T, H, T2 H3 T3 Tdescem Tlaxi2 flight time

CPH-Madrid 10m 18m 31000 45m 35000 2:02 25m 5m 3h45m

Madrid-CPH 10m 18m 29000 1:00 33000 1:44 23m 5m 3h40m

Rome-CPH 10m 23m 33000 1:44 23m 5m 2h45m

CPH-Rome 10m 25m 35000 1:35 25m 5m 2h40m

CPH-Milano 10m 25m 35000 1:00 25m 5m 2h5m

Milano-CPH 10m 23m 33000 1:04 23m 5m 2h5m

Istanbul-VIE 8m 25m 35000 1:02 25m 5m 2h5m

VIE-Istanbul 10m 23m 33000 1:04 23m 5m 2h5m

FBU-Troms0 10m 23m 33000 50m 23m 3m lh50m

CPH-Paris 10m 24m 35000 36m 25m 10m Ih45m

CPH-Zurich 10m 24m 35000 36m 25m 5m lh40m

Zurich-CPH 10m 22m 33000 40m 23m 5m lh40m

Bergen-Bod0 5m 22m 33000 37m 23m 3m lh30m

Bod0-Bergen 5m 24m 35000 28m 25m 3m Ih25m

CPH-AMS 10m 24m 35000 llm 25m 5m lh 15m

AMS-CPH 10m 22m 33000 15m 23m 5m lh 15m

FBU-CPH 5m 16m 29000 19m 15m 5m lhOm 38

CPH-FBU 10m 17m 31000 17m 18m 3m Ih5m

FBU-ARN 5m 16m 29000 14m 15m 5m 55m

ARN-FBU 10m 15m 28000 12m 15m 3m 55m

Bod0-Troms0 5m 12m 25000 20m 10m 3m 50m

Troms0-Bod0 5m 12m 24000 20m 10m 3m 50m

FBU-Bergen 5m 12m 24000 15m 10m 3m 45m

Bergen-FBU 5m llm 23000 llm 10m 3m 40m

Alta-Lakselv 5m 4m 9000 8m 5m 3m 25m

Lakselv-Alta 5m 5m 10000 7m 5m 3m 25m

Flight profiles 1970, DC6

Route/ Ttaxil 1 ascenl H, T, H2 T2 H3 T3 Tdescenl Tla,i2 flight time

GOT-FBU 10m 10m 14000 27m 10m 3m lhOm

FBU-GOT 10m 10m 13000 27m 10m 3m lhOm

Flight profiles 1970, Metropolitan

Route/ Ttaxjl 1 ascent H, T, Hi T2 H3 T3 Tdcscoit Tiaxi2 flight time

CPH-Kristiansand 8m 10m 12000 1:00 9m 3m lh30m

Kristiansand-CPH 5m llm 13000 54m 10m 5m Ih25m

CPH-Aalborg 8m 8m 10000 39m 7m 3m Ih5m

Aalborg-CPH 5m 8m 9000 35m 7m 5m lhOm

Bod0-And0ya 5m 8m 10000 37m 7m 3m lhOm 39

And0ya-Bod0 5m 8m 9000 37m 7m 3m lhOm

Kr.sand-Aalborg 5m 6m 8000 25m 6m 3m 45m

Aalborg-Kr.sand 5m 5m 7000 31m 6m 3m 50m

Bardufoss-Troms0 5m 6m 8000 10m 6m 3m 30m

Troms0-Bardufoss 5m 5m 7000 16m 6m 3m 35m

Barduf.-And0ya 5m 6m 8000 15m 6m 3m 35m

And0ya-Barduf. 5m 5m 7000 llm 6m 3m 30m

Flight profiles 1975, Boeing747

Route/ 1 (axil 1 ascent H, T, H2 T2 H, T3 "descent Maxi2 flight time

CPH-JFK 15m 25m 31,000 3:00 35,000 4:20 25m 10m 8h35m

JFK-CPH 20m 26m 33,000 4:00 37,000 2:18 25m 6m 7h35m

CPH-ARN 15m 26m 35,000 llm 23m 5m lh 10m

ARN-CPH 10m 15m 33,000 17m 22m 6m lh 10m

Flight profiles 1975, DC10

Route/ Ttaxil 1 ascent H, T, H2 T2 H3 T3 Tdesccnt Tuxi2 flight time

CPU- Anchorage 15m 22m 31000 1:30 35000 4:00 39000 2:57 26m 5m 9h35m

Anchorage-CPH 15m 25m 33000 4:40 37000 2:40 25m 5m 8h30m

CPH-Seattle 15m 22m 31000 1:40 35000 4:00 39000 3:02 26m 10m 9h55m

Seattle-CPH 15m 20m 29000 2:00 33000 3:00 37000 3:25 25m 10m 9h35m

Tokyo-Anchorage 20m 24m 33000 3:00 37000 3:20 26m 5m 7h35m 40

Anchorage-Tokyo 15m 23m 31000 2:30 35000 3:02 25m 10m 6h45m

LAX-Seattle 15m 23m 35000 1:12 25m 10m 2h25m

Seattle-LAX 15m 25m 37000 1:09 26m 10m 2h25m

Flight profiles 1975, DC8

Route/ Tiaxil 1 asceni H, T, H, T2 H3 T3 Tdcscent Tla*i2 flight time

Moscow-Tokyo 12m 25m 29000 3:00 33000 3:00 37000 2:23 27m 8m 9h35m

Tokyo-Moscow 25m 24m 28000 3:00 31000 4:00 35000 1:56 25m 5m lOh 25m

CPH-Seattle 15m 24m 28000 3:00 31000 3:30 35000 2:11 25m 10m 9h55m

Seattle-CPH 15m 25m 29000 3:00 33000 3:00 37000 2:18 27m 10m 9h35m

Zurich-Bridgetwn 15m 24m 28000 3:00 31000 3:30 35000 1:46 25m 5m 9h25m

Bridgetwn-Zurich 12m 25m 29000 3:00 33000 3:00 37000 1:31 27m 5m 8h40m

CPH-Delhi 15m 25m 29000 3:00 33000 3:00 37000 1:05 27m 8m 8h20m

Delhi-CPH 12m 24m 28000 3:00 31000 3:30 35000 1:24 25m 5m 9h0m

CPH-Montreal 15m 27m 31000 4:00 35000 2:40 25m 8m 7h55m

Montreal-CPH 15m 27m 33000 4:00 37000 1:46 27m 5m 7h0m

Chicago-Stavang. 20m 27m 33000 4:00 37000 2:22 27m 4m 7h40m

JFK-ARN 20m 27m 33000 4:00 37000 2:16 27m 5m 7h35m

Tashkent-Bang. 12m 26m 33000 4:00 37000 55m 27m 5m 6h5m

Bang.-Tashkent 12m 25m 31000 3:15 35000 1:58 25m 5m 6h20m

Monrovia-Rio 12m 25m 31000 3:00 35000 2:00 25m 8m 6h 10m

Rio-Monrovia 12m 25m 33000 4:00 37000 46m 27m 5m 5h55m 41

CPH-Tashkent 15m 25m 33000 4:00 37000 48m 27m 5m 6hOm

Tashkent-CPH 12m 24m 31000 3:00 35000 1:54 25m 5m 6h0m

Nairobi-ATH 12m 24m 310O0 2:30 35000 2:14 25m 5m 5h50m

ATH-Nairobi 12m 25m 33000 2:30 37000 2:06 27m 5m 5h45m

Rome-Teheran 15m 27m 37000 3:16 27m 5m 4h30m

Teheran-Rome 12m 26m 35000 3:39 25m 8m 4h50m

CPH-TelAviv 15m 27m 37000 3:11 27m 5m 4h25m

TelAviv-CPH 12m 26m 35000 3:32 25m 5m 4h40m

Nairobi-Johannes. 12m 25m 35000 2:48 25m 5m 3h55m

Johannes.-Nairobi 12m 26m 37000 2:35 27m 5m 3h45m

ATH-CPH 12m 24m 35000 2:09 25m 5m 3h 15m

CPH-ATH 15m 25m 37000 1:58 27m 5m 3h 10m

Rio-Montevideo 12m 24m 35000 1:49 25m 5m 2h55m

Montevideo-Rio 10m 22m 33000 1:27 23m 8m 2h30m

Seattle-LAX 15m 22m 33000 1:15 23m 10m 2h25m

LAX-Seattle 20m 24m 35000 1:06 25m 10m 2h25m

CPH-London 15m 22m 35000 38m 25m 10m lh50m

London-CPH 15m 20m 33000 42m 23m 5m Ih45m

Montreal-JFK 15m 22m 35000 13m 25m 10m Ih25m

Bergen-CPH 10m 19m 33000 18m 23m 5m lh 15m

Stavanger-CPH 10m 19m 33000 8m 23m 5m Ih5m

Entebbe-Nairobi 10m 17m 29000 9m 19m 5m lhOm 42

Zurich-FRA 12m 12m 23000 3m 10m 8m 45m

P.ofSpain-Bri.twn 10m 12m 25000 8m 10m 5m 45m

Flight profiles 1975, DC9

Route/ T,a», • asceni H, T, H2 T2 H3 T3 1 descoil T|a*i2 flight time

CPH-Madrid 10m 18m 31000 45m 35000 1:32 25m 5m 3h 15m

Madrid-CPH 10m 23m 33000 2:04 23m 5m 3h5m

CPH-Rome 10m 25m 35000 1:30 25m 5m 2h35m

Rome-CPH 10m 23m 33000 1:40 23m 5m 2h40m

Nice-Lisboa 10m 25m 35000 1:25 25m 5m 2h30m

Lisboa-Nice 10m 23m 33000 1:04 23m 5m 2h 10m

FBU-London 10m 25m 35000 55m 25m 10m 2h5m

London-FBU 12m 23m 33000 54m 23m 3m Ih55m

CPH-Milano 10m 25m 35000 55m 25m 5m 2h0m

Milano-CPH 10m 23m 33000 1:04 23m 5m 2h5m

Bergen-London 5m 25m 35000 45m 25m 10m lh50m

London-Bergen 12m 23m 33000 44m 23m 3m Ih45m

Troms0-Svalbard 5m 25m 35000 37m 25m 3m Ih35m

Svalbard-Troms0 5m 23m 33000 41m 23m 3m Ih35m

FBU-Bod0 5m 23m 33000 26m 25m 3m lh20m

Bod0-FBU 5m 25m 35000 27m 25m 3m Ih25m

CPH-ARN 10m 23m 33000 9m 23m 5m lh 10m 43

ARN-CPH 10m 21m 31000 13m 21m 5m lh 10m

FBU-CPH 10m 15m 29000 15m 15m 5m lhOm

CPH-FBU 10m 16m 31000 13m 18m 3m lhOm

FBU-ARN 10m 15m 29000 12m 15m 3m 55m

ARN-FBU 10m 14m 28000 15m 13m 3m 55m

FBU-Bergen 8m 12m 26000 8m 14m 3m 45m

Bergen-FBU 5m 12m 25000 10m 10m 3m 40m

Kirkenes-Lakselv 5m 9m 22000 9m 9m 3m 35m

Lakselv-Kirkenes 5m 9m 21000 9m 9m 3m 35m

Flight profiles 1975, Twin Otter

Route/ Ttaxil Tascoil H, T, H2 T2 H3 T, 1 descent flight time

Evenes-Bod0 5m 10m 10000 22m 10m 3m 50m

Bod0-Evenes 5m 9m 9000 24m 9m 3m 50m

Evenes-And0ya 5m 6m 6000 10m 6m 3m 30m

And0ya-Evenes 5m 5m 5000 12m 5m 3m 30m

Flight profiles 1975, Electra

Route/ T1M1i Tascenl H, T, H2 T2 H3 T3 * descent Tuxj2 flight time

CPH-Helsinki 10m 15m 21000 1:23 14m 3m 2h5m

Manchester-CPH 8m 15m 21000 1:23 14m 3m 2h5m

CPH-Manchester 10m 16m 22000 1:19 15m 5m 2h5m 44

CPH-Amsterdam 10m 15m 20000 56m 14m 5m lh40m

Amsterdam-CPH 10m 15m 19000 47m 13m 5m lh30m

CPH-FBU 10m llm 16000 41m 10m 3m lh 15m

FBU-CPH 10m 12m 17000 37m llm 5m lh 15m

Helsinki-ARN 8m llm 16000 26m 10m 5m lhOm

GOT-CPH 8m 9m 14000 20m 8m 5m 50m

FBU-GOT IOm 9m 14000 20m 8m 3m 50m

Flight profiles 1975, Fokker27

Route/ T|ax,l 1 ascent H, T, H2 T2 H3 T3 * descent Tlaxi2 flight time

CPH-Kirkwall 10m 25m 18000 1:56 16m 3m 2h50m

Kirkwall-CPH 5m 26m 19000 1:48 16m 5m 2h40m

Bergen-Faer0yene 5m 25m 18000 1:21 16m 3m 2h 10m

Fa£r0yene-Bergen 5m 26m 19000 1:10 16m 3m 2h0m

CPH-Bergen 10m 26m 18000 1:11 16m 3m 2h5m

Bergen-CPH 5m 26m 19000 1:13 16m 5m 2h5m

Kirkwall-Faer0y. 5m 25m 18000 36m 16m 3m Ih25m

Faer0y.-Kirkwall 5m 23m 17000 30m 14m 3m lh 15m 45

Flight profiles 1980, Boeing747

Route/ T,axil •ascent H, T, H2 T2 H3 T3 Tdesoem * taxi flight time 2

CPH-LAX 15m 23m 31000 4:00 35000 4:00 39000 2:02 25m 10m llh 15m

LAX-CPH 20m 21m 29000 3:00 33000 4:00 37000 2:19 24m 6m lOh 30m

CPH-Seattle 15m 23m 31000 3:00 35000 3:30 39000 1:57 25m 10m 9h40m

Seattle-CPH 15m 21m 29000 3:00 33000 3:00 37000 1:14 24m 6m 8h20m

Oslo(G)-JFK 10m 23m 31000 3:00 35000 4:02 25m 10m 8h 10m

JFK-Oslo(G) 20m 26m 33000 4:00 37000 1:54 25m 5m 7h 10m

CPH-JFK 15m 25m 31000 3:00 35000 4:10 25m 10m 8h25m

JFK-CPH 20m 26m 33000 4:00 37000 2:13 25m 6m 7h30m

Oslo(G)-ARN 10m 15m 33000 12m 18m 5m lhOm

ARN-Oslo(G) 12m 14m 31000 17m 17m 5m Ih5m

Flight profiles 1980, DC10

Route/ Tuxil T H, T, H2 T2 H3 T3 Tdcscent Tiax/2 flight time 1 ascent

Lisboa-Rio 15m 20m 28000 2:00 31000 3:00 35000 3:17 25m 8m 9h25m

Rio-Lisboa 12m 20m 29000 2:00 33000 3:00 37000 2:57 25m 16m 9h 10m

CPH-Anchorage 15m 22m 31000 1:30 35000 4:00 39000 1:57 26m 5m 8h35m

Anchorage-CPH 15m 25m 33000 4:40 37000 2:40 25m 5m 8h30m

CPH-Delhi 15m 25m 33000 4:40 37000 2:12 25m 8m 8h5m

Deihi-CPH 12m 24m 31000 2:00 35000 4:00 39000 1:43 26m 5m 8h50m

Zurich-Nairobi 15m 25m 33000 4:00 37000 2:17 25m 8m 7h30m 46

Nairobi-Zurich 12m 24m 31000 4:30 35000 2:06 25m 8m 7h45m

Nairobi-Johan. 12m 26m 35000 2:34 25m 8m 3h45m

Johan.-Nairobi 12m 28m 37000 2:32 25m 8m 3h45m

CPH-Lisboa 15m 23m 35000 2:21 25m 6m 3h30m

Lisboa-CPH 15m 25m 37000 2:09 26m 5m 3h20m

Singap.-Bangkok 13m 22m 35000 1:11 24m 5m 2h 15m

Bangkok-Singap. 12m 25m 37000 1:03 25m 5m 2h 10m

Flight profiles 1980, DC8

Route/ Tlaxil 1 ascent H, T, H, T, H3 T3 * descent Tcaxi2 flight time

Moscow-Tokyo 12m 25m 29000 3:00 33000 3:00 37000 2.23 27m 8m 9h35m

Tokyo-Moscow 25m 24m 28000 3:00 31000 4:00 35000 1:56 25m 5m lOh 15m

Kuwait-Bangkok 12m 27m 33000 4:00 37000 1:54 27m 5m 7h5m

Bangkok-Kuwait 12m 25m 31000 4:00 35000 2:13 25m 5m 7h20m

Dusseldorf-Lagos 12m 25m 31000 3:30 35000 1:58 25m 5m 6h35m

Lagos-Dusseldorf 10m 28m 33000 4:00 37000 1:15 27m 5m 6h25m

CPH-Teheran 15m 25m 33000 2:30 37000 1:33 27m 5m 5h 15m

Teheran-CPH 12m 30m 35000 4:28 25m 5m 5h40m

CPH-Athens 15m 27m 35000 2:18 25m 5m 3h30m

Athens-Jeddah 12m 30m 37000 2:06 27m 5m 3h2Om

Jeddah-DarEsSal. 10m 29m 35000 2:46 25m 5m 3h55m

DarEsSal.-Jeddah 10m 28m 33000 2:00 37000 1:05 27m 5m 4h 15m 47

Jeddah-Athens 10m 29m 35000 2:46 25m 5m 3h55m

Athens-CPH 12m 28m 35000 2:10 25m 5m 3h20m

Flight profiles 1980, AB300

Route/ Ttaxil Tasc*nl H, T, H2 T2 H3 T3 Tdescent Tlaxi2 flight time

CPH-Paris 10m 19m 39,000 51m 20m 10m lh50m

Paris-CPH 12m 18m 37,000 51m 19m 5m Ih45m

CPH-London 10m 19m 39,000 51m 20m 10m lh50m

London-CPH 12m 18m 37,000 51m 19m 5m Ih45m

CPH-FBU 10m 16m 35,000 15m 16m 3m lhOm

Flight profiles 1980, B737

Route/ Tlaxil T H, T, H2 T2 H3 T3 1 descent T,a*2 flight time 1 ascent

CPH-Bergen 10m 20m 35,000 32m 20m 3m Ih25m

Bergen-Faer0yene 5m 20m 35,000 37m 20m 3m Ih25m

Fffir0yene-Bergen 5m 18m 33,000 31m 18m 3m lh 15m

Bergen-CPH 5m 18m 33,000 32m 20m 5m lh20m

Flight profiles 1980, DC9

Route/ H, T, H2 T2 H3 T3 A descent T,^2 flight time

CPH-Istanbul 10m 15m 29,000 60m 33,000 1:22 23m 5m 3h 15m

Istanbul-CPH 10m 18m 31,000 60m 35,000 1:22 25m 5m 3h20m

Nice-Lisboa 10m 25m 35,000 1:25 25m 5m 2h30m 48

Lisboa-Nice I0m 23m 33,000 1:14 23m 5m 2h 15m

CPH-Moscow 10m 23m 33,000 1:29 23m 5m 2h30m

Moscow-CPH 10m 25m 35,000 1:25 25m 5m 2h30m

ARN-Moscow 10m 23m 33,000 1:09 23m 5m 2h 10m

Moscow-ARN 10m 25m 35,000 1:05 25m 5m 2h 10m

ARN-London 10m 25m 35,000 1:20 25m 10m 2h30m

London-ARN 12m 23m 33,000 1:17 23m 5m 2h20m

FBU-London 10m 25m 35,000 55m 25m 10m 2h5m

London-FBU 12m 23m 33,000 54m 23m 3m Ih55m

CPH-Milano 10m 25m 35,000 55m 25m 5m 2h0m

Milano-CPH 10m 23m 33,000 59m 23m 5m 2h0m

FBU-Troms0 10m 23m 33,000 50m 24m 3m lh50m

Troms0-FBU 7m 25m 35,000 50m 25m 3m lh50m

FBU-CPH 10m 15m 29,000 15m 15m 5m lhOm

CPH-FBU 10m 16m 31,000 13m 18m 3m lhOm

FBU-ARN 10m 15m 29,000 12m 15m 3m 55m

ARN-FBU 10m 14m 28,000 15m 13m 3m 55m

FBU-Bergen 8m 12m 26,000 8m 14m 3m 45m

Bergen-FBU 5m 12m 25,000 10m 10m 3m 40m 49

Flight profiles 1980, Twin Otter

Route/ * ascent H, T, H2 T2 H3 T3 1 descent Tu«,2 flight time

Trondh.-0sters. 5m 9m 9,000 19m 9m 3m 45m

0sters.-Trondh. 5m 10m 10,000 17m 10m 3m 45m

0sters.-Sundsvall 5m 9m 9,000 14m 9m 3m 40m

Sundsvall-0sters. 5m 10m 10,000 12m 10m 3m 40m

Flight profiles 1980, Electra

Route/ T,axil ' asceni H, T, H2 T2 H, T3 Tdesoenl Maxj2 flight time

CPH-Milano 10m 17m 22,000 1:48 15m 5m 2h35m

Milano-CPH 10m 16m 21,000 1:50 14m 5m 2h35m

CPH-Amsterdam 10m 15m 20,000 46m 14m 5m lh30m

Amsterdam-CPH 10m 15m 19,000 47m 13m 5m lh30m

CPH-FBU 10m llm 16,000 41m 10m 3m lh 15m

FBU-CPH 10m 12m 17,000 37m llm 5m lh 15m

Flight profiles 1980, Cessna

Route/ Tiaxil 1 ascent H, T, H2 T2 H3 T, I descent Ttnxj2 flight time

Troms0-Kiruna 5m 14m 23,000 13m 15m 3m 50m"

Kiruna-Troms0 5m 13m 22,000 16m 13m 3m 50m 50

Flight profiles 1985, Boeing747

Route/ 1 taxil 1 ascent H, T, H2 T2 H3 T, 1 descent T i2 flight time lax

CPH-NewYork 15m 25m 31000 3:00 35000 4:15 25m 10m 8h3Om

NewYork-CPH 20m 26m 33000 4:00 37000 1:53 25m 6m 7h 10m

Flight profiles 1985, DC10

Route/ Tlaxil ' ascent H, T, H2 T2 H3 T3 H4 T4 TdescoH flight time

CPH-Bangkok 15m 20m 29000 2:30 33000 4:00 37000 3:05 25m 5m lOh 40m

Bangkok-CPH 10m 20m 28000 3:00 35000 4:00 39000 3:49 25m 6m llh50m

CPH-LAX 12m 21m 31000 4:00 35000 3:00 37000 2:10 39000 50m 32m 10m llh 15m

LAX-CPH 15m 21m 29000 3:00 33000 4:30 35000 55m 37000 59m 25m 5m lOh 30m

Mosc.-Tokyo 12m 20m 29000 2:00 33000 3:30 37000 3:00 25m 8m 9h35m

Lisboa-Rio 15m 20m 28000 2:00 31000 3:00 35000 3:27 25m 8m 9h35m

Rio-Li sboa 12m 20m 29000 2:00 33000 3:00 37000 3:02 25m 6m 9h5m

Tokyo-Mosc. 25m 20m 28000 1:30 31000 4:40 35000 2:50 25m 5m lOh 15m

CPH-Anchor. 15m 22m 31000 1:30 35000 4:00 39000 2:02 26m 5m 8h40m

Anchor.-CPH 15m 25m 33000 4:40 37000 2:40 25m 5m 8h30m

FBU-JFK 10m 23m 31000 4:30 35000 2:27 25m 10m 8h5m

JFK-FBU 20m 25m 33000 4:00 37000 2:07 25m 3m 7h20m

CPH-Lisboa 15m 23m 35000 2:31 25m 6m 3h40m

Lisboa-CPH 15m 25m 37000 2:19 26m 5m 3h3Om

CPH-Moscow 15m 24m 37000 1:20 26m 10m 2h35m 51

Moscow-CPH 15m 22m 35000 1:24 24m 5m 2h30m

Sing.-Bangkok 13m 22m 35000 1:21 24m 5m 2h25m

Bangkok-Sing. 12m 25m 37000 1:18 25m 5m 2h25m

Flight profiles 1985, DC8

Route/ Tlaxil 1 ascent H, T, H2 T2 H3 T3 Tlfcscwic Tuxi2 flight time

CPH-Karachi 15m 25m 33000 3:00 37000 3:43 27m 5m 7h55m

Karachi-CPH 15m 25m 31000 3:00 35000 4:20 25m 5m 8h30m

CPH-Nararsuaq 15m 25m 35000 3:42 25m 3m 4h50m

S.Str0mfjord-CPH 10m 25m 33000 2:00 37000 1:28 27m 5m 4h35m

Jeddah-DarEsSal. 12m 27m 35000 3:06 25m 5m 4h 15m

DarEsSal.-Jeddah 12m 25m 33000 2:10 37000 56m 27m 5m 4h 15m

ARN-London 12m 25m 35000 1:18 25m 10m 2h30m

London-ARN 20m 27m 37000 1:01 27m 5m 2h20m

Flight profiles 1985, DC9

Route/ Tlaxil * ascent H, T, H2 T2 H3 T3 Tdescent Ti«xi2 flight time

CPH-Lisboa 12m 18m 31,000 45m 35,000 1:55 25m 5m 3h40m

Lisboa-CPH 7m 23m 33,000 2:32 23m 5m 3h30m

London-ARN 15m 23m 33,000 1:25 23m 4m 2h30m

FBU-London 10m 25m 35,000 55m 25m 10m 2h5m

London-FBU 15m 23m 33,000 56m 23m 3m 2h0m 52

CPH-Milano 12m 25m 35,000 53m 25m 5m 2h0m

Milano-CPH 10m 23m 33,000 59m 23m 5m 2h0m

FBU-Paris 10m 25m 35,000 40m 25m 10m lh50m

Paris-GOT 15m 23m 33,000 51m 23m 3m Ih55m

Troms0-Svalbard 7m 23m 33,000 44m 23m 3m lh40m

Svalbard-Troms0 5m 25m 35,000 35m 22m 3m lh30m

FBU-CPH 10m 15m 29,000 15m 15m 5m lhOm

CPH-FBU 10m 16m 31,000 13m 18m 3m lhOm

FBU-ARN 10m 15m 29,000 12m 15m 3m 55m

ARN-FBU 10m Hm 28,000 15m 13m 3m 55m

FBU-Bergen 8m 12m 26,000 13m 14m 3m 50m

Bergen-FBU 5m 12m 25,000 10m 10m 3m 40m

Flight profiles 1985, B737

T Route/ 1 H, T, H2 T2 H3 T3 I descenl Tu»,2 flight time ascent

CPH-Bergen 12m 20m 35,000 25m 20m 3m lh20m

Bergen-Fajr0yene 5m 20m 35,000 32m 20m 3m lh20m

Faer0yene-Bergen 5m 18m 33,000 26m 18m 3m lh 10m

Bergen-CPH 5m 18m 33,000 27m 20m 5m lh 15m 53

Flight profiles 1985, Fokker27

Route/ Ttaxil I ascent H, T, H2 T, H3 T3 1 descent Tmxi2 flight time

GOT-Stavanger 5m 25m 18,000 43m 14m 3m lh30m

Stavanger-GOT 5m 23m 17,000 35m 14m 3m lh20m

CPH-Krisiansand 10m 25m 18,000 33m 14m 3m Ih25m

Kristiansand-CPH 5m 23m 17,000 32m 15m 5m lh20m

FBU-Haugesund 8m 25m 18,000 20m 14m 3m lh 10m

Haugesund-FBU 5m 23m 17,000 17m 15m 5m Ih5m

Flight profiles 1985, Twin Otter

Route/ Tlaxil ' ascent H, T, H2 T2 H3 T3 * descent Timi2 flight time

Lakselv-Kirkenes 5m 9m 9,000 30m 9m 2m 55m

Kirkenes-Lakselv 5m 10m 10,000 28m 10m 2m 55m 54

Flight profiles 1990, DCIO

T T Route/ Tlaxil 4 H, T, H2 T2 H3 T3 H4 T4 1 descent flight time ascent

CPH-Bangkok 15m 20m 28,000 2:30 33,000 4:00 37,000 3:15 25m 5m lOh 50m

Bangkok-ARN 12m 20m 28,000 3:20 31,000 4:30 35,000 2:00 39,000 57m 26m 5m llhSOm

CPH-Tokyo 15m 20m 29,000 2:00 33,000 4:00 37,000 3:22 25m 8m lOh 30m

Tokyo-CPH 15m 20m 28,000 3:19 31,000 4:25 35,000 1:50 39,000 50m 26m 5m llh30m

CPH-Anchorage 15m 22m 31,000 1:30 35,000 4:00 39,000 2:02 26m 5m 8h40m

Anchorage-CPH 15m 25m 33,000 4:40 37,000 2:40 25m 5m 8h3Om

ARN-Anchorage 12m 22m 31,000 1:30 35,000 4:00 39,000 1:45 26m 5m 8h20m

Anchorage-ARN 15m 25m 33,000 4:30 37,000 2:30 25m 5m 8h 10m

CPH-S.Str0mf)ord 15m 23m 35,000 3:35 24m 3m 4h40m

S.Str0mf|ord-CPH 5m 20m 31,000 45m 37,000 2:40 25m 5m 4h20m

Singap.-Bangkok 13m 22m 35,000 1:11 24m 5m 2h 15m

Bangkok-Singap. 12m 25m 37,000 1.03 25m 5m 2h 10m

Flight profiles 1990, Boeing767

T T Route/ Tiaxil 1 H, T, H2 T2 H3 T3 *

CPH-Rio 13m 28m 29,000 3h 33,000 5h 37,000 4h 22m 7m 13h 10m

Rio-CPH 15m 30m 31,000 5h 35,000 5h 39,000 1:10 24m 6m 12h 25m

CPH-LAX 13m 30m 31,000 5h 35,000 3:30 39,000 50m 17m 15m lOh 35m

LAX-CPH 20m 30m 29,000 3h 33,000 5h 37,000 2:30 29m 6m Ilh55m

ARN-Bangkok 12m 27m 29,000 3h 33,000 4h 37,000 2:35 24m 7m lOh 45m 55

Bangkok-ARN 10m 30m 28,000 3h 31,000 4h 35,000 3h 23m 7m llh10m

CPH-Beiiing 13m 26m 29,000 3h 33,000 3:50 37,000 lh 28m 8m 9h5m

Beijing-CPH 10m 22m 31,000 3h 35,000 4h 39,000 2h 37m 6m lDh 15m

ARN-New York 12m 22m 31,000 4h 35,000 3h 26m 10m 8h30m

CPH-New York 13m 25m 31,000 4h 35,000 3:30 22m 10m 8h40m

CPH-Toronto 13m 22m 31,000 4h 35,000 3:20 23m 12m 8h3Om

Toronto-CPH 15m 24m 33,000 4:50 37,000 2:15 25m 6m 8h 15m

CPH-ARN 13m 15m 33,000 25m 10m 7m lh 10m

ARN-CPH 12m 18m 35,000 23m llm 6m lh 10m

Flight profiles 1990, DC9

Route/ Ttaxil 1 ascent H, T, H; T, H3 T3 1 descent T|sx,2 flight time

ARN-Nice 10m 25m 35,000 2h 25m 5m 3h5m

Nice-ARN 12m 25m 33,000 1:56 23m 4m 3h0m

CPH-Barcelona 12m 25m 35,000 1:43 25m 5m 2h50m

Barcelona-CPH 10m 25m 33,000 1:42 23m 5m 2h45m

London-ARN 15m 23m 33,000 1:25 23m 4m 2h30m

FBU-Zurich 10m 25m 35,000 1:15 25m 5m 2h20m

Zurich-FBU 10m 20m 33,000 1:14 23m 3m 2h 10m

FBU-AIta 10m 20m 33,000 1:04 23m 3m 2h0m

Alta-FBU 5m 23m 35,000 1:04 25m 3m 2h0m

Zagreb-CPH 10m 25m 33,000 52m 23m 5m Ih55m 56

FBU-Troms0 10m 23m 33,000 50m 29m 3m Ih55m

Troms0-FBU 7m 25m 35,000 50m 25m 3m lh50m

Troms0-Svalbard 7m 23m 33,000 40m 22m 3m Ih35m

Svalbard-Troms0 5m 25m 35,000 35m 22m 3m lh30m

FBU-CPH 10m 15m 29,000 20m 15m 5m Ih5m

CPH-FBU 10m 16m 31,000 15m 16m 3m lhOm

FBU-ARN 10m 15m 29,000 14m 12m 4m 55m

ARN-FBU 10m 14m 28,000 15m 13m 3m 55m

FBU-Bergen 8m 12m 26,000 13m 14m 3m 5Om

Bergen-FBU 5m 12m 25,000 10m 15m 3m 45m

Flight profiles 1990, MD

Route/ Tcaxil » ascent H, T, H2 T2 H3 T, Tdcsccni Maxi2 flight time

CPH-Tel Aviv 15m 25m 33,000 3:30 25m 5m 4h40m

Tel Aviv-CPH 10m 22m 31,000 1:20 35,000 2:25 28m 10m 4h55m

CPH-Cairo 15m 25m 33,000 3:27 23m 15m 4h45m

Cairo-CPH 15m 23m 31,000 1:30 35,000 2:07 25m 10m 4h50m

ARN-Madrid 15m 23m 31,000 1:15 35,000 1:30 22m 15m 4h0m

Madrid-ARN 15m 20m 29,000 1:30 33,000 1:20 25m 5m 3h55m

CPH-Lisboa 15m 20m 31,000 lh 35,000 1:35 25m 10m 3h45m

Lisboa-CPH 15m 22m 29,000 1:20 33,000 1:45 33m 10m 4h25m

CPH-Reykjavik 15m 23m 35,000 2:10 22m 10m 3h20m 57

Reykjavik-CPH 10m 22m 33,000 2h 23m 10m 3h5m

CPH-Moscow 15m 23m 37,000 1:40 17m 10m 2h45m

Moscow-CPH 15m 22m 35,000 1:30 23m 10m 2h40m

ARN-Zurich 10m 22m 35,000 40m 37,000 45m 18m 10m 2h25m

Zurich-ARN 15m 23m 35,000 40m 37,000 40m 22m 5m 2h25m

ARN-Moscow 10m 25m 37,000 1:05 20m 10m 2h 10m

Moscow-ARN 15m 22m 35,000 1:10 18m 10m 2h 15m

CPH-Milano 10m 23m 37,000 lh 22m 5m 2h0m

Milano-CPH 15m 22m 35,000 55m 23m 10m 2h5m

FBU-Troms0 15m 20m 33,000 lh 15m 5m Ih55m

Troms0-FBU 5m 22m 35,000 55m 23m 5m lh50m

CPH-Zurich 10m 23m 37,000 40m 27m 5m Ih45m

Zurich-CPH 15m 22m 35,000 40m 18m 10m Ih45m

CPH-HEL 10m 21m 33,000 20m 29m 5m Ih25m

HEL-CPH 10m 20m 31,000 30m 30m 10m lh40m

FBU-CPH 10m 15m 29,000 15m 15m 10m Ih5m

CPH-FBU 15m 15m 31,000 15m 5m 10m lhOm

FBU-Bergen 10m 12m 26,000 10m 13m 5m 50m

Bergen-FBU 10m 12m 25,000 10m 8m 5m 45m 58

Flight profiles 1990, Fokker27

T Route/ 1 ascent H, T, H, H3 T3 *• descent Tlaxi2 flight time

GOT-HAM 7m 25m 18,000 52m 16m 5m Ih45m

HAM-GOT 5m 23m 17,000 37m 10m 5m lh20m

FBU-Aarhus 8m 25m 18,000 28m 15m 4m lh20m

FBU-Haugesund 8m 25m 18,000 20m 14m 3m lh 10m

Haugesund-FBU 5m 23m 17,000 17m 10m 5m lhOm

Flight profiles 1990, Fokker50

T1 T Route/ Tiaxil ascent H, T, H2 T2 H3 T3 Tiaxi2 flight time * descent

Trondh.-Troms0 3m 20m 21,000 lhlOm 15m 2m lh50m

Troms0-Trondh. 3m 22m 22,000 Ih7m 21m 2m Ih55m

CPH-Kristiansand 7m 18m 20,000 24m 29m 2m lh20m

Kristiansand-CPH 3m 17m 19,000 26m 25m 4m lh 15m

Trondheim-Bod0 3m 17m 19,000 35m 12m 3m lh 10m

Bod0-Trondheim 3m 18m 20,000 33m 19m 2m lh 15m

Troms0-Kirkenes 3m 17m 19,000 33m 10m 2m Ih5m

Kirkenes-Troms0 3m 16m 18,000 35m 14m 2m lh 10m

CPH-HAM 7m 13m 15,000 25m 12m 3m lhOm

HAM-CPH 4m 14m 16,000 23m 15m 4m lhOm

Troms0-Lakselv 3m 13m 15,000 15m 12m 2m 45m

Lakselv-Troms0 3m 14m 16,000 14m 12m 2m 45m 59

Troms0-Alta 3m llm 13,000 llm 8m 2m 35m

Alta-Troms0 3m 12m 14,000 10m 13m 2m 40m

Bardufoss-Evenes 3m 10m 10,000 5m 5m 2m 25m

Evenes-Bardufoss 3m 10m 11,000 5m 5m 2m 25m 60

Appendix C Radiation doses and doserates to Norwegian SAS-pilots on specific flights

Cosmic radiation doses on flights 1960, DC8 (to be used for the years 1960 -1964)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Anchorage 27.0 3.1 8h35m

Anchorage-CPH 28.9 3.4 8h25m

CPH-JFK 25.0 3.0 8h20m

JFK-CPH 26.2 3.2 8h5m

Anchorage-Tokyo 20.2 2.7 7h35m

Tokyo-Anchorage 22.0 3.3 6h40m

SStr0mfjord-LAX 23.9 3.3 7h'20m

LAX-SStr0mfjord 27.0 4.0 6h 45m

CPH-SStr0mfjord 18.9 4.1 4h 40m

SStr0mf)ord-CPH 15.7 3.8 4h'10m

HAM-Glasgow 3.6 2.3 Ih35m

Glasgow-HAM 2.6 1.8 Ih25m

HAM-CPH 0.20 0.30 40m

CPH-HAM 0.21 0.32 40m

1 Doserate= 3.2x0.40+3.0x0.16+3.7x0.22+4.0x0.06+4.0x0.11+2.1x0.04+0.32x0.01 = 3.3 microSv/h 61

Cosmic radiation doses on flights 1960, DC7 (to be used for the years 1960 -1964)

Route/ Total dose on this flight Dose per registered flighthour flight time (microS v) (microSv/h)

Karachi-Rome 9.7 0.77 12h 40m

Rome-Karachi 9.3 0.81 llh30m

Rio-Monrovia 6.1 0.59 lOh 20m

Monrovia-Rio 5.2 0.52 10h5m

Nairobi-ATH 5.0 0.51 9h45m

ATH-Nairobi 5.5 0.57 9h40m

Geneve-Teheran 7.1 0.80 8h50m

Bangkok-Karachi 3.6 0.45 8h5m

Karachi-Cairo 4.1 0.51 8h0m

Monrovia-Lisboa 4.9 0.61 8h0m

Karachi-Bangkok 4.0 0.50 8h0m

Lisboa-Monrovia 4.1 0.52 7h50m

Cairo-Karachi 4.5 0.58 7h45m

Rome-Abadan 4.9 0.67 7h20m

Teheran-Rome 4.7 0.65 7h 15m

Tokyo-Manila 3.2 0.46 6h55m

Manila-Tokyo 3.4 0.54 6h20m

Johannes.-Nairobi 2.9 0.46 6h20m

Khartoum-ATH 2.5 0.42 5h55m

Abadan-Karachi 2.0 0.34 5h5Om 62

Nairobi-Johannsb. 2.5 0.43 5h45m

ATH-Khartoum 2.0 0.35 5h40m

ATH-Teheran 2.3 0.41 5h35m

Rome-Cairo 2.3 0.42 5h30m

Calcutta-Karachi 1.4 0.28 5h0m

Karachi-Calcutta 1.6 0.32 5h0m

Bangkok-Manila 1.5 0.30 5h5m

Manila-Bangkok 1.2 0.25 4h45m

SaoPaulo-Montev. 1.5 0.32 4h40m

Djakarta-Bangkok 1.2 0.26 4h 35m

ATH-Zurich 1.3 0.30 4h20m

Khartoum-Nairobi 0.99 0.23 4h 15m

Nairobi-Khartoum 0.84 0.20 4h 10m

Zurich-Lisboa 1.3 0.32 4h5m

Lisboa-Zurich 1.3 0.35 3h45m

Bangkok-Calcutta 0.71 0.19 3h45m

VIE-Rome 0.56 0.21 2h40m

Rome-VIE 0.62 0.24 2h35m

VIE-Dusseldorf 0.48 0.22 2h 10m

Dusseldorf-VEE 0.40 0.18 2h 10m

Zurich-Rome 0.36 0.17 2h5m

Rome-Zurich 0.41 0.20 2h5m 63

Prag-Geneve 0.43 0.22 ShOm

Geneve-Prag 0.35 0.18 Ih55m

CPH-Dusseldorf 0.28 0.16 Ih45m

Dusseldorf-CPH 0.22 0.13 lh40m

ARN-CPH 0.22 0.15 lh30m

CPH-ARN 0.18 0.13 Ih25m

FBU-CPH 0.16 0.12 lh20m

CPH-FBU 0.20 0.15 lh20m

Rio-SaoPaulo 0.10 0.08 lh 15m

SaoPaulo-Rio 0.10 0.09 lh 10m

HAM-CPH 0.09 0.10 55m

CPH-HAM 0.09 0.10 55m

B.Aires-Montev. 0.04 0.05 45m

Montev.-B.Aires 0.04 0.05 45m

Doserate = 0.77x0.04+0.81x0.04+0.56x0.07+0.54x0.07+0.63x0.06+0.57x0.13+0.49x0.06+0.38x0.10 +0.28x0.13+0.27x0.10+0.20x0.05+0.14x0.13+0.08x0.02 = 0.41 microSv/h

Cosmic radiation doses on flights 1960, Caravelle (to be used for the years 1960 - 1964)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

Beirut-Rome 6.0 1.5 3h55m

Rome-Beirut 5.6 1.6 3h25m

CPH-Barcelona 6.1 1.9 3h 15m

Barcelona-CPH 6.8 2.2 3h5m 64

CPH-Rome 5.8 2.0 2h50m

Rome-CPH 5.3 1.8 3h0m

Teheran-Beirut 4.0 1.3 3h 10m

Istanbul-VIE 5.3 1.9 2h50m

Beirut-Teheran 3.9 1.5 2h35m

VDE-Istanbul 5.7 2.1 2h40m

CPH-Nice 5.3 2.1 2h35m

Nice-CPH 6.1 2.4 2h30m

ARN-Moscow 5.9 2.6 2h 15m

Moscow-ARN 5.5 2.3 2h25m

CPH-Milano 4.4 2.0 2h 15m

Milano-CPH 4.8 2.3 2h5m

Cairo-ATH 2.6 1.2 2h5m

ATH-Cairo 2.7 1.4 2h0m

CPH-London 3.6 1.9 Ih55m

London-CPH 4.1 2.2 lh50m

CPH-Helsinki 4.4 2.4 lh50m

Helsinki-CPH 4.0 2.1 Ih55m

CPH-Munchen 3.1 1.8 In 45m

Munchen-CPH 4.0 2.2 lh50m

Abadan-Dhahran 2.0 1.1 Ih45m

Bangkok-Beirut 1.6 0.96 lh40m 65

Ankara-Beirut 1.9 1.3 lh30m

CPH-FRA 2.1 1.5 Ih25m

FRA-CPH 2.4 1.7 Ih25m

CPH-Dusseldorf 1.7 1.4 lh 15m

Dusseldorf-CPH 1.9 1.5 lh 15m

CPH-ARN 1.3 1.2 Ih5m

ARN-CPH 1.5 1.3 lh 10m

Ankara-Istanbul 0.68 0.68 lhOm

Istanbul-Ankara 0.53 0.58 55m

Munchen-FRA 0.49 0.53 55m

FRA-Munchen 0.39 0.47 50m

CPH-HAM 0.24 0.32 45m

HAM-CPH 0.29 0.39 45m

FRA-Dusseldorf 0.12 0.18 40m

Dusseldorf-FRA 0.11 0.17 40m

I Doserate= 1.7x0.05+2.0x0.26+1.6x0.62+0.42x0!07 = 1.6 miroSv/h

Cosmic radiation doses on flights I960, Curtiss (to be used for the years 1960 -1964)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Milano 2.1 0.50 4h 10m

Milano-CPH 2.5 0.43 5h45m

CPH-Paris 2.3 0.63 3h40m 66

CPH-Stuttgart 1.8 0.60 3hOm

Stuttgart-CPH 1.6 0.53 3hOm

Paris-FRA 0.65 0.33 2h0m

FBU-CPH 0.47 0.27 Ih45m

CPH-GOT 0.10 0.10 lhOm

GOT-FBU 0.11 0.11 lhOm

Stuttgart-FRA 0.04 0.06 40m

I Doserate = 0.43x0.17+0.50x0.12+0.63x0.14+0.57x0.28+0.30x0.17+0.09x0.12 = 0.44 microSv/h

Cosmic radiation doses on flights 1960, DC6 (to be used for the years I960 -1964)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

GOT-London 0.99 0.33 3h0m

London-GOT 0.82 0.29 2h50m

Stavanger-London 0.89 0.32 2h45m

London-Stavanger 0.79 0.29 2h45m

CPH-AMS 0.42 0.22 Ih55m

AMS-CPH 0.45 0.25 lh50m

Bod0-Trondheim 0.35 0.22 Ih35m

Trondheim-Bod0 0.28 0.19 lh30m

FBU-CPH 0.26 0.17 lh30m

CPH-FBU 0.23 0.15 lh30m

ARN-FBU 0.22 0.16 Ih25m 67

FBU-ARN 0.26 0.18 Ih25m

FBU-Trondheim 0.24 0.18 lh20m

Trondheim-FBU 0.21 0.16 lh20m

FBU-GOT 0.08 0.09 55m

GOT-FBU 0.09 0.10 55m

Brussel-AMS 0.04 0.05 45m

AMS-Brussel 0.04 0.06 40m

Doserate = 0.31x0.12+0.19x0.80+0.08x0.08 = 0.20 microSv/h

Cosmic radiation doses on flights 1960, Metropolitan (use for the years 1960 -1964)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

AMS-Stavanger 2.1 0.87 2h25m

Stavanger-AMS 1.9 0.79 2h25m

Warsaw-CPH 1.8 0.77 2h20m

CPH-Warsaw 1.5 0.67 2h 15m

FBU-CPH 0.48 0.27 Ih45m

CPH-FBU 0.51 0.31 lh40m

ARN-FBU 0.55 0.31 Ih45m

FBU-ARN 0.39 0.26 lh30m

ARN-Helsinki 0.26 0.18 Ih25m

Helsinki-ARN 0.34 0.23 lh30m

FBU-Bergen 0.14 0.12 lh 10m 68

Bergen-FBU 0.14 0.13 fh5m

FBU-GOT 0.11 0.12 55m

GOT-FBU 0.10 0.11 55m

CPH-GOT 0.10 0.10 lhOm

GOT-CPH 0.08 0.09 55m

Stavanger-Bergen 0.06 0.08 45m

Bergen-Stavanger 0.05 0.07 45m

Doserate = 0.78x0.05+0.23x0.67+0.10x0.28 = 0.22 microSv/h

Cosmic radiation doses on flights 1960, Twin Otter (to be used for the years 1960 -1964)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

Hammerfest- 0.22 0.11 Kirkenes 2h0m

Kirkenes- 0.25 0.13 Hammerfest Ih55m

Alta-Troms0 0.15 0.12 lh 15m

Troms0-Alta 0.13 0.10 lh 15m

Harstad-Bod0 0.13 0.10 lh 15m

Bod0-Harstad 0.15 0.12 lh 15m

Troms0-Bardufoss 0.03 0.05 35m

Bardufoss-Troms0 0.04 0.07 35m

Hammerfest-Alta 0.02 0.04 30m 69

Alta-Hammerfest 0.02 0.04 30m

Vads0-Kirkenes 0.01 0.03 20m

Kirkenes-Vads0 0.01 0.03 20m

[Poserate = 0.11x0.88+0.04x0.12 = 0.10 microSv/h 70

Cosmic radiation doses on flights 1965, DC8 (to be used for the years 1965 -1969)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Anchorage 28.5 3.3 8h40m

Anchorage-CPH 30.6 3.6 8h30m

CPH-JFK 27.2 3.2 8h35m

JFK-CPH 33.2 4.4 7h3Om

Anchorage-Tokyo 20.7 2.7 7h35m

SStr0mfjord-LAX 25.5 3.4 7h30m

LAX-SStr0mfjord 29.5 4.2 7h0m

Tokyo-Anchorage 22.2 3.4 6h35m

Monrovia-Rio 9.4 1.5 6h5m

Rio-Monrovia 10.1 1.7 6h0m

Bangkok-Karachi 8.0 1.6 5h5m

Karachi-Bangkok 5.7 1.3 4h20m

Teheran-Rome 12.0 2.4 4h55m

Lisboa-Monrovia 8.9 1.9 4h40m

Monrovia-Lisboa 8.8 1.9 4h35m

CPH-SStr0mfjord 19.3 4.1 4h 40m

SStr0mfjord-CPH 17.3 4.0 4h20m

Rome-Teheran 10.0 2.3 4h25m

Nairobi-Johannes. 8.1 1.9 4h 15m

Johannes.-Nairobi 6.8 1.6 4h 10m 71

Khartoum-ATH 7.3 1.8 4h0m

ATH-Khartoum 6.0 1.5 3h55m

SaoP.-Montevideo 6.1 1.8 3h20m

Karachi-Teheran 5.0 1.7 3h0m

Manila-Bangkok 4.0 1.3 3h0m

Zurich-Lisboa 6.0 2.3 2h35m

Karachi-Calcutta 3.0 1.2 2h35m

Teheran-Karachi 3.3 1.3 2h30m

Khartoum-Karac. 3.0 1.2 2h30m

Calcutta-Bangkok 2.3 1.0 2hl5m

Montreal-Chicago 5.4 2.6 2h5m

CPH-Glasgow 4.5 2.5 lh50m

Glasgow-CPH 3.6 2.2 lh40m

Bergen-Glasgow 3.8 2.4 Ih35m

Glasgow-Bergen 2.7 1.9 Ih25m

Zurich-Rome 1.2 0.96 lh 15m

Bergen-CPH 1.6 1.4 lh 10m

Prag-Zurich 1.1 1.0 Ih5m

Entebbe-Nairobi 0.42 0.42 lhOm 72

SaoPaulo-Rio 0.31 0.34 55m

HAM-CPH 0.33 0.44 45m

Buenos A. -Monte. 0.05 0.09 35m

Doserate = 3.4x0.18+3.5x0.25+3.3x0.14+1.7x0.02+2.4x0.13+1.4x0.04+1.6x0.09+1.8x0.13 +0.32x0.02 = 2.7 microSv/h

Cosmic radiation doses on flights 1965, DC7 (to be used for the years 1965 -1969)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

JFK-ARN 19.9 1.3 15h 15m

CPH-JFK 21.8 1.5 14h 50m

JFK-CPH 18.5 1.3 14h 25m

CPH-Montreal 17.2 1.4 12h0m

Montreal-JFK 0.28 0.15 lh50m

ARN-CPH 0.25 0.16 Ih35m

GOT-FBU 0.08 0.10 50m

FBU-GOT 0.07 0.08 50m

CPH-GOT 0.07 0.08 50m

GOT-CPH 0.08 0.10 50m

Doserate= 1.3x0.27+1.4x0.38+1.4x0.11+0.16x0.04+0.09x0.20= 1.1 microSv/h 73

Cosmic radiation doses on flights 1965, Coronado (to be used for the years 1965 -1969)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Zurich 2.7 1.8 lh30m

Zurich-CPH 3.0 2.0 lh30m

CPH-FBU 0.87 0.95 55m

FBU-CPH 0.75 0.82 55m

Doserate = 1.9x0.62+0.89x0.38 = 1.5 microSv/h

Cosmic radiation doses on flights 1965, Caravelle (to be used for the years 1965 -1969)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Mallorca 6.4 1.9 3h20m

Mallorca-CPH 8.0 2.4 3h20m

CPH-Rome 5.9 2.1 2h50m

Rome-CPH 7.1 2.5 2h50m

ARN-London 6.5 2.4 2h45m

London-ARN 6.8 2.7 2h30m

Stuttgart-Madrid 4.6 1.8 2h30m

Madrid-Stuttgart 5.2 2.2 2h25m

Moscow- ARN 5.3 2.3 2h20m

ARN-Moscow 6.0 2.7 2h 15m

CPH-Milano 3.9 1.9 2h5m

Milano-CPH 5.2 2.4 2h 10m 74

TelAviv-ATH 2.8 1.3 2h 10m

ATH-TelAviv 2.7 1.4 2h0m

CPH-Paris 3.5 1.8 Ih55m

Paris-CPH 4.0 2.2 lh50m

Stavanger-London 3.6 2.0 lh50m

London-Stavanger 3.9 2.2 Ih45m

CPH-HEL 3.8 2.3 lh40m

HEL-CPH 3.0 1.9 Ih35m

CPH-FRA 2.4 1.6 lh30m

FRA-CPH 2.1 1.6 lh20m

CPH-Dusseldorf 1.6 1.3 lh 15m

Dusseldorf-CPH 2.0 1.6 lh 15m

CPH-ARN 1.2 1.0 lh 10m

ARN-CPH 1.4 1.2 lh 10m

CPH-FBU 1.0 0.92 Ih5m

FBU-CPH 1.2 1.1 Ih5m

Trondheim-Bod0 1.3 1.2 Ih5m

Bod0-Trondheim 1.2 1.1 Ih5m

ARN-FBU 0.88 0.88 lhOm

FBU-ARN 0.69 0.75 55m

ARN-HEL 0.65 0.71 55m

HEL-ARN 0.71 0.77 55m 75

CPH-HAM 0.35 0.42 50m

HAM-CPH 0.39 0.47 50m

CPH-GOT 0.10 0.15 40m

Brussel-AMS 0.06 0.10 35m

AMS-Brussel 0.05 0.09 35m

Doserate = 2.2x0.01+2.2x0.10+1.5x0.62+0.48x0.27 = 1.3 microSv/h

Cosmic radiation doses on flights 1965, Curtiss (to be used for the years 1965 -1969)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Milano 2.2 0.53 4h 10m

Milano-CPH 2.6 0.62 4h 10m

CPH-Paris 2.4 0.65 3h40m

Paris-CPH 2.1 0.55 3h50m

CPH-GOT 0.12 0.11 Ih5m

GOT-CPH 0.10 0.09 Ih5m

FBU-GOT 0.11 0.10 Ih5m

GOT-FBU 0.13 0.12 Ih5m

Doserate = 0.58x0.31+0.60x0.35+0.60x0.09+0.11x0.25 = 0.47 microSv/h 76

Cosmic radiation doses on flights 1965, Metropolitan (use for the years 1965 -1969)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

Bod0-Bergen 2.7 0.90 3h0m

Bergen-Bod0 2.1 0.79 2h40m

Bod0-FBU 2.4 0.90 2h40m

FBU-Bod0 2.0 0.77 2h35m

Stavanger-AMS 2.0 0.80 2h30m

AMS-Stavanger 2.2 0.91 2h25m

Warsaw-CPH 1.8 0.77 2h20m

Tampere-Norrk. 1.0 0.48 2h5m

Norrk.-Tampere 0.68 0.39 Ih45m

CPH-FBU 0.53 0.32 lh40m

FBU-CPH 0.46 0.28 lh40m

Bod0-Trondheim 0.44 0.28 Ih35m

Trondheim-FBU 0.48 0.32 lh30m

FBU-Stavanger 0.15 0.12 lh 15m

FBU-Bergen 0.14 0.12 lh 10m

Troms0-Bod0 0.21 0.17 lh 15m

Bod0-Troms0 0.16 0.14 lh 10m

CPH-HAM 0.14 0.13 Ih5m

Bod0-Bardufoss 0.15 0.14 Ih5m

Bardufoss-Bod0 0.13 0.12 Ih5m 77

Bod0-And0ya O.ll 0.11 lhOm

And0ya-Bod0 o.io 0.10 lhOm

FBU-GOT 0.13 0.13 lhOm

GOT-FBU 0.10 0.11 55m

CPH-GOT 0.11 0.11 lhOm

GOT-CPH 0.08 0.09 55m

Lakselv-Kirkenes 0.08 0.10 50m

Kirkenes-Lakselv 0.10 0.11 55m

Troms0-Alta 0.08 0.10 50m

Alta-Troms0 0.07 0.08 50m

Aalborg-Kr.sand 0.05 0.07 45m

Kr.sand-Aalborg 0.06 0.08 45m

Stavanger-Bergen 0.05 0.08 40m

Bergen-Stavanger 0.04 0.06 40m

Alta-Lakselv 0.02 0.04 30m

Lakselv-Alta 0.02 0.04 30m

Doserate = 0.79x0.27+0.20x0.48+0.09x0.25 = 0.33 microSv/h 78

Cosmic radiation doses on flights 1970, DC8 (to be used for the years 1970 -1974)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Seattle 32.4 3.3 9h50m

Zurich-Bridgetwn 18.5 2.0 9h25m

Rio-Lisboa 16.8 1.8 9h20m

Bergen-Seattle 29.3 3.3 9h0m

CPH-Anchorage 28.9 3.3 8h40m

Anchorage-CPH 31.1 3.7 8h3Om

CPH-JFK 28.1 3.2 8h40m

JFK-CPH 32.4 4.3 7h30m

Anchorage-Tokyo 21.4 2.8 7h45m

JFK-FBU 31.8 4.3 7h20m

Montreal-CPH 29.1 4.2 6h55m

Tokyo-Anchorage 22.4 3.4 6h35m

Bang.-Tashkent 10.1 1.6 6h20m

Tashkent-Bang. 10.2 1.7 6h0m

Tashkent-CPH 17.7 3.0 5h55m

CPH-Tashkent 17.9 3.1 5h45m

Entebbe-ATH 8.9 1.6 5h35m

ATH-Entebbe 9.6 1.8 5h25m

Monrovia-Tunis 9.8 1.9 5h5m

Tunis-Monrovia 8.9 1.9 4h45m 79

Teheran-Rome 12.0 2.4 4h55m

Karachi-Bangkok 6.4 1.3 4h45m

Bangkok-Karachi 7.2 1.5 4h40m

Rome-Teheran 10.1 2.3 4h25m

Nairobi-Johannes. 8.3 1.9 4h20m

Johannes.-Nairobi 7.0 1.6 4h 15m

CPH-Reykjavik 15.2 4.0 3h50m

CPH-Madrid 11.6 3.1 3h45m

Madrid-CPH 13.2 3.6 3h40m

Karachi-Teheran 4.5 1.6 2h45m

Teheran-Karachi 3.4 1.4 2h30m

LAX-Seattle 5.6 2.3 2h25m

Seattle-LAX 4.8 2.1 2h20m

Montreal-Chicago 5.9 2.7 2h 10m

Chicago-Montreal 4.1 2.1 In 55m

ARN-Bergen 2.5 1.9 lh20m

CPH-Dusseldorf 1.1 0.94 lh 10m

Doserate = 2.4 x 0.01 + 2.4 x 0.14 + 3.4 x 0.17 + 3.8 x 0.23 + 3.1 x 0.10 + 2.2 x 0.08 + 1.8 x 0.06 + 3.6 x 0.01 + 2.0 x 0.11 + 1.6 x 0.07 + 1.6 x 0.02 = 2.8 microSv/h 80

Cosmic radiation doses on flights 1970, Caravelle (to be used for the years 1970 • 1974)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microS v/h)

ARN-Moscow 6.4 2.7 2h20m

Moscow-ARN 5.4 2.3 2h20m

CPH-London 3.9 2.0 2h0m

Paris-CPH 4.7 2.4 2h0m

CPH-Paris 3.8 1.9 2h0m

CPH-Glasgow 4.1 2.1 Ih55m

Glasgow-CPH 4.5 2.5 lh50m

ARN-Leningrad 3.4 2.1 Ih35m

Leningrad-ARN 3.0 1.9 Ih35m

Stavanger-AMS 2.5 1.7 lh30m

AMS-Stavanger 3.1 2.1 lh30m

CPH-ARN 1.5 1.2 lh 15m

ARN-CPH 1.7 1.4 lh 15m

CPH-FBU 1.2 1.0 lh 10m

FBU-CPH 1.2 1.1 Ih5m

CPH-HAM 0.36 0.43 50m

HAM-CPH 0.40 0.48 50m

CPH-GOT 0.12 0.16 45m

GOT-CPH 0.14 0.19 45m

Doserate = 2.5 x 0.03 + 1.8 x 0.57 + 0.32 x 0.40 = 1.2 microSv/h 81

Cosmic radiation doses on flights 1970, DC9 (to be used for the years 1970 -1974)

Route/ Total dose on this flight Dose per registered flighthour flight time (microS v) (microS v/h)

CPH-Madrid 11.0 2.9 3h45m

Madrid-CPH 9.2 2.5 3h40m

Rome-CPH 6.8 2.5 2h45m

CPH-Rome 7.3 2.7 2h40m

CPH-Milano 5.2 2.5 2h5m

Milano-CPH 4.7 2.3 2h5m

Istanbul-VIE 4.6 2.2 2h5m

VIE-Istanbul 3.8 1.8 2h5m

FBU-Troms0 4.5 2.5 lh50m

CPH-Paris 3.7 2.1 Ih45m

CPH-Zurich 3.6 2.2 lh40m

Zurich-CPH 3.3 2.0 lh40m

Bergen-Bod0 3.5 2.3 lh30m

Bod0-Bergen 3.5 2.5 Ih25m

CPH-AMS 1.8 1.4 lh 15m

AMS-CPH 1.8 1.4 lh 15m

FBU-CPH 1.3 1.3 lhOm

CPH-FBU 1.5 1.4 Ih5m

FBU-ARN 1.0 1.1 55m

ARN-FBU 0.84 0.92 55m 82

Bod0-Troms0 0.77 0.92 50m

Troms0-Bod0 0.68 0.82 50m

FBU-Bergen 0.54 0.72 45m

Bergen-FBU 0.38 0.57 40m

Alta-Lakselv 0.03 0.07 25m

Lakselv-Alta 0.03 0.07 25m

Doserate = 2.7 x 0.02 + 2.3 x 0.08 + 2.0 x 0.41 + 0.72 x 0.49 = 1.4 microSv/h

Cosmic radiation doses on flights 1970, DC6 (to be used for the years 1970 -1974)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

GOT-FBU 0.18 0.18 lhOm

FBU-GOT 0.15 0.15 lhOm

Doserate = 0.17 microSv/h

Cosmic radiation doses on flights 1970, Metropolitan (use for the years 1970 -1974)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Kristiansand 0.25 0.17 lh30m

Kristiansand-CPH 0.27 0.19 Ih25m

CPH-Aalborg 0.12 0.11 Ih5m

Aalborg-CPH 0.09 0.09 lhOm

Bod0-And0ya 0.12 0.12 lhOm

And0ya-Bod0 0.10 0.10 lhOm 83

Kr.sand-Aalborg 0.06 0.08 45m

Aalborg-Kr.sand 0.06 0.07 50m

Bardufoss-Troms0 0.03 0.06 30m

Troms0-Bardufoss 0.04 0.07 35m

Barduf.-And0ya 0.04 0.07 35m

And0ya-Barduf. 0.03 0.06 30m

1 Doserate = 0.13 x 0.23 + 0.07 x 0.77 = 0.08 microSv/h 84

Cosmic radiation doses on flights 1975, Boeing 747 (to be used for the years 1975 -1979)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-JFK 35.2 4.1 8h35m

JFK-CPH 33.4 4.4 7h35m

CPH-ARN 2.0 1.7 lh 10m

ARN-CPH 1.9 1.6 lh 10m

I Doserate = 4.1 x 0.46 + 4.4 x 0.41 + 1.7 x 0.13 = 3.9 microSv/h

Cosmic radiation doses on flights 1975, DC10 (to be used for the years 1975 -1979)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microS v/h)

CPH-Anchorage 50.1 5.2 9h35m

Anchorage-CPH 39.2 4.6 8h3Om

CPH-Seattle 51.2 5.2 9h55m

Seattle-CPH 42.2 4.4 9h35m

Tokyo-Anchorage 28.8 3.8 7h35m

Anchorage-Tokyo 19.7 2.9 6h45m

LAX-Seattle 6.1 2.5 2h25m

Seattle-LAX 6.7 2.8 2h25m

Doserate = 4.9 x 0.60 + 4.6x0.11 + 3.8 x 0.09 + 2.9 x 0.08 + 2.7 x 0.12 = 4.3 microSv/h 85

Cosmic radiation doses on flights 1975, DC8 (to be used for the years 1975 -1979)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

Moscow-Tokyo 29.7 3.1 9h35m

Tokyo-Moscow 29.7 2.9 lOh 25m

CPH-Seattle 33.6 3.4 9h55m

Seattle-CPH 38.2 4.0 9h35m

Zurich-Bridgetwn 19.0 2.0 9h25m

Bridgetwn-Zurich 21.5 2.5 8h40m

CPH-Delhi 19.5 2.3 8h20m

Delhi-CPH 21.7 2.4 9h0m

CPH-Montreal 30.2 3.8 7h55m

Montreal-CPH 30.3 4.3 7h0m

Chicago-Stavang. 34.4 4.5 7h40m

JFK-ARN 33.7 4.4 7h35m

Tashkent-Bang. 10.3 1.7 6h5m

Bang.-Tashkent 10.3 1.6 6h20m

Monrovia-Rio 9.7 1.6 6h 10m

Rio-Monrovia 10.0 1.7 5h55m

CPH-Tashkent 19.0 3.2 6h0m

Tashkent-CPH 18.3 3.1 6h0m

Nairobi-ATH 9.4 1.6 5h50m

ATH-Nairobi 10.2 1.8 5h45m 86

Rome-Teheran 12.3 2.7 4h30m

Teheran-Rome 11.9 2.5 4h50m

CPH-TelAviv 14.1 3.2 4h25m

TelAviv-CPH 13.7 2.9 4h40m

Nairobi-Johannes. 7.4 1.9 3h55m

Johannes.-Nairobi 7.8 2.1 3h45m

ATH-CPH 9.4 2.9 3h 15m

CPH-ATH 9.8 3.1 3h 10m

Rio-Montevideo 5.1 1.7 2h55m

Montevideo-Rio 3.5 1.4 2h30m

Seattle-LAX 5.2 2.2 2h25m

LAX-Seattle 5.7 2.4 2h25m

CPH-London 4.1 2.2 lh50m

London-CPH 3.6 2.1 Ih45m

Montreal-JFK 2.1 1.5 Ih25m

Bergen-CPH 2.1 1.7 lh 15m

Stavanger-CPH 1.3 1.2 Ih5m

Entebbe-Nairobi 0.42 0.42 lhOm

Zurich-FRA 0.18 0.24 45m

P.ofSpain-Br.twn 0.23 0.31 45m

Doserate = 2.9 x 0.01 + 3.1 x 0.14 + 2.4 x 0.10 + 4.2 x 0.15 + 2.3 x 0.15 + 2.3 x 0.08 + 2.8 x 0.05 + 2.5x0.06+ 1.9x0.11 + 1.7x0.14 + 0.32x0.01 = 2.6 microSv/h 87

Cosmic radiation doses on flights 1975, DC9 (to be used for the years 1975 -1979)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Madrid 9.2 2.8 3h 15m

Madrid-CPH 8.2 2.7 3h5m

CPH-Rome 7.1 2.7 2h35m

Rome-CPH 6.7 2.5 2h40m

Nice-Lisboa 5.5 2.2 2h30m

Lisboa-Nice 3.7 1.7 2h 10m

FBU-London 5.7 2.7 2h5m

London-FBU 4.7 2.5 Ih55m

CPH-Milano 5.0 2.5 2h0tn

Milano-CPH 4.8 2.3 2h5m

Bergen-London 4.9 2.7 lh50m

London-Bergen 4.0 2.3 Ih45m

Troms0-Svalbard 4.5 2.8 Ih35m

Svalbard-Troms0 4.0 2.5 Ih35m

FBU-Bod0 2.8 2.1 lh20m

Bod0-FBU 3.5 2.5 Ih25m

CPH-ARN 1.5 1.3 lh 10m

ARN-CPH 1.4 1.2 lh 10m

FBU-CPH 1.1 1.1 lhOm

CPH-FBU 1.3 1.3 lhOm FBU-ARN 0.96 1.0 55m

ARN-FBU 0.95 1.0 55m

FBU-Bergen 0.50 0.67 45m

Bergen-FBU 0.48 0.72 40m

Kirkenes-Lakselv 0.28 0.48 35m

Lakselv-Kirkenes 0.24 0.41 35m

I Doserate = 2.8 x 0.02 + 2.4 x 0.06 + 2.2 x 0.41 + 0.84 x 0.51 = 1.5 microSv/h

Cosmic radiation doses on flights 1975, Twin Otter (to be used for the years 1975 • 1979)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

Evenes-Bod0 0.08 0.096 50m

Bod0-Evenes 0.07 0.084 50m

Evenes-And0ya 0.02 0.040 30m

And0ya-Evenes 0.02 0.040 30m

Doserate = 0.07 microSv/h

Cosmic radiation doses on flights 1975, Electra (to be used for the years 1975 • 1979)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Helsinki 1.5 0.72 2h5m

Manchester-CPH 1.5 0.72 2h5m

CPH-Manch ester 1.7 0.82 2h5m

CPH-Amsterdam 0.90 0.54 lh40m 89

Amsterdam-CPH 0.66 0.44 lh30m

CPH-FBU 0.36 0.29 lh 15m

FBU-CPH 0.40 0.32 Ihl5m

Helsinki-ARN 0.25 0.25 lhOm

GOT-CPH 0.14 0.17 50m

FBU-GOT 0.14 0.17 50m

Doserate = 0.75 x 0.36 + 0.40 x 0.47 + 0.20 x 0.17 = 0.49 microSv/h

Cosmic radiation doses on flights 1975, Fokker27 (to be used for the years 1975 -1979)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microS v/h)

CPH-Kirkwall 1.4 0.49 2h50m

Kirkwall-CPH 1.5 0.56 2h40m

Bergen-Faer0yene 1.0 0.46 2h 10m

Faer0yene-Bergen 1.1 0.55 2h0m

CPH-Bergen 0.90 0.43 2h5m

Bergen-CPH 1.1 0.53 2h5m

Kirkwall-F£er0y. 0.53 0.37 Ih25m

F£er0y.-Kirkwall 0.38 0.30 lh 15m

Doserate = 0.49 x 0.72 + 0.41 x 0.28 = 0.47 microSv/h 90

Cosmic radiation doses on flights 1980, Boeing 747 (to be used for the years 1980 -1984)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-LAX 43.4 3.9 llh 15m

LAX-CPH 36.2 3.4 lOh 30m

CPH-Seattle 39.0 4.0 9h40m

Seattle-CPH 26.9 3.2 8h20m

Oslo(G)-JFK 29.0 3.6 8h 10m

JFK-Oslo(G) 26.9 3.8 7h 10m

CPH-JFK 29.6 3.5 8h25m

JFK-CPH 28.3 3.8 7h30m

Oslo(G)-ARN 1.3 1.3 lhOm

ARN-Oslo(G) 1.3 1.2 Ih5m

Doserate = 3.9 x 0.07 + 3.4 x 0.06 + 4.0 x 0.12 + 3.4 x 0.38 + 3.8 x 0.29 + 1.3 x 0.06 + 1.3 x 0.01 + 1.3 x 0.01 = 3.5 microSv/h

Cosmic radiation doses on flights 1980, DC10 (to be used for the years 1980 -1984)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

Lisboa-Rio 14.9 1.6 9h25m

Rio-Lisboa 17.0 1.9 9h 10m

CPH-Anchorage 36.6 4.3 8h35m

Anchorage-CPH 33.6 4.0 8h30m

CPH-Delhi 21.9 2.7 8h5m

Delhi-CPH 28.1 3.2 8h50m 91

Zurich-Nairobi 14.4 1.9 7h30m

Nairobi-Zurich 13.6 1.8 7h45m

Nairobi-Johan. 6.6 1.8 3h45m

Johan.-Nairobi 7.4 2.0 3h45m

CPH-Lisboa 9.7 2.8 3h30m

Lisboa-CPH 10.6 3.2 3h20m

Singap.-Bangkok 2.5 1.1 2h 15m

Bangkok-Singap. 2.7 1.2 2h 10m

Doserate = 1.8 x 0.10 + 3.6 x 0.32 + 1.9 x 0.28 + 2.5 x 0.13 + 2.5 x 0.08 + 1.2 x 0.06 + 1.2 x 0.02 + 1.2 x 0.01 = 2.5 microSv/h

Cosmic radiation doses on flights 1980, DC8 (to be used for the years 1980 -1984)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

Moscow-Tokyo 27.0 2.8 9h35m

Tokyo-Moscow 26.5 2.6 lOh 15m

Kuwait-Bangkok 11.5 1.6 7h5m

Bangkok-Kuwait 10.7 1.5 7h20m

Dusseldorf-Lagos 11.8 1.8 6h35m

Lagos-Dusseldorf 13.8 2.2 6h25m

CPH-Teheran 14.3 2.7 5h 15m

Teheran-CPH 16.9 3.0 5h40m

CPH-Athens 9.0 2.6 3h30m

Athens-Jeddah 6.3 1.9 3h20m 92

Jeddah-DarEsSal. 5.9 1.5 3h55m

DarEsSal.-Jeddah 6.2 1.5 4h 15m

Jeddah-Athens 7.1 1.8 3h55m

Athens-CPH 8.8 2.6 3h20m

Doserate = 2.6 x 0.04 + 2.8 x 0.04 + 1.6 x 0.06 + 2.0 x 0.10 + 2.9 x 0.12 + 1.5 x 0.08 + 2.1 x 0.37 + 2.1 x 0.08 + 2.1 x 0.10 + 2.1 x 0.01= 2.2 microSv/h

Cosmic radiation doses on flights 1980, Airbus300 (to be used for the years 1980 -1984)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Paris 5.7 3.1 lh50m

Paris-CPH 5.0 2.9 Ih45m

CPH-London 5.9 3.2 lh50m

London-CPH 5.1 2.9 Ih45m

CPH-FBU 1.7 1.7 lhOm

Doserate = 3.0 x 0.81 + 1.7 x 0.19 = 2.8 microSv/h 93

Cosmic radiation doses on flights 1980, Boeing 737 (to be used for the years 1980 -1984)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Bergen 3.2 2.3 Ih25m

Bergen-Fajr0yene 3.6 2.5 Ih25m

Faer0yene-Bergen 2.6 2.1 lh 15m

Bergen-CPH 2.6 2.0 lh20m

Doserate = 2.2 microSv/h

Cosmic radiation doses on flights 1980, DC9 (to be used for the years 1980 -1984)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Istanbul 6.8 2.1 3h 15m

Istanbul-CPH 8.6 2.6 3h20m

Nice-Li sboa 5.3 2.1 2h30m

Lisboa-Nice 3.9 1.7 2h 15m

CPH-Moscow 6.2 2.5 2h30m

Moscow-CPH 7.2 2.9 2h 30m

ARN-Moscow 5.1 2.4 2h 10m

Moscow-ARN 5.8 2.7 2h 10m

ARN-London 6.9 2.8 2h30m

London-ARN 5.5 2.4 2h20m

FBU-London 5.0 2.4 2h5m

London-FBU 4.1 2.1 Ih55m 94

CPH-Milano 4.5 2.3 2h0m

Milano-CPH 4.1 2.1 2h0m

FBU-Troms0 4.0 2.2 lh50m

Troms0-FBU 4.8 2.6 lh50m

FBU-CPH 0.96 1.0 lhOm

CPH-FBU 1.1 1.1 lhOm

FBU-ARN 0.84 0.9 55m

ARN-FBU 0.84 0.9 55m

FBU-Bergen 0.45 0.6 45m

Bergen-FBU 0.42 0.6 40m

I Doserate = 2.4 x 0.02 + 2.4 x 0.07 + 2.3 x 0.45 + 0.9 x 0.46 = 1.7 microSv/h

Cosmic radiation doses on flights 1980, Twin Otter (to be used for the years 1980 - 1984)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

Trondh.-0sters. 0.06 0.08 45m

0sters.-Trondh. 0.07 0.09 45m

0sters.-Sundsvall 0.05 0.08 40m

Sundsvall-0sters. 0.05 0.08 40m

Doserate = 0.08 microSv/h 95

Cosmic radiation doses on flights 1980, Electra (to be used for the years 1980 - 1984)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Milano 1.9 0.74 2h35m

Milano-CPH 1.7 0.66 2h35m

CPH-Amsterdam 0.69 0.46 lh30m

Amsterdam-CPH 0.60 0.40 lh30m

CPH-FBU 0.33 0.26 lh 15m

FBU-CPH 0.36 0.29 lh 15m

Doserate = 0.70 x 0.37 + 0.35 x 0.63 = 0.48 microSv/h

Cosmic radiation doses on flights 1980, Cessna (to be used for the years 1980 -1984)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

Troms0-Kiruna 0.43 0.52 50m

Kiruna-Troms0 0.42 0.50 50m

Doserate = 0.51 microSv/h 96

Cosmic radiation doses on flights 1985, Boeing 747 (to be used for the years 1985 -1989)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microS v/h)

CPH-NewYork 33.3 3.9 8h3Om

NewYork-CPH 29.5 4.1 7h 10m

I Doserate = 3.9 x 0.54 + 4.1 x 0.46 = 4.0 microSv/h

Cosmic radiation doses on flights 1985, DC10 (to be used for the years 1985 -1989)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Bangkok 25.4 2.4 lOh 40m

Bangkok-CPH 39.1 3.3 llh 50m

CPH-LAX 47.8 4.2 llh 15m

LAX-CPH 39.0 3.7 lOh 30m

Moscow-Tokyo 31.4 3.3 9h35m

Lisboa-Rio 15.6 1.6 9h35m

Rio-Lisboa 17.5 1.9 9h5m

Tokyo-Mos. 31.2 3.0 lOh 15m

CPH-Anchor. 41.4 4.8 8h40m

Anchor.-CPH 37.5 4.4 8h3Om

FBU-JFK 29.4 3.6 8h5m

JFK-FBU 31.2 4.3 7h20m

CPH-Lisboa 11.0 3.0 3h40m

Lisboa-CPH 12.2 3.5 3h30m 97

CPH-Moscow 8.7 3.4 2h35m

Moscow-CPH 7.7 3.1 2h30m

Sing.-Bangkok 2.9 1.2 2h25m

Bangkok-Sing. 3.2 1.3 2h25m

Doserate = 3.8 x 0.12 + 3.0 x 0.13 + 2.3 x 0.19 + 4.3 x 0.29 + 4.3 x 0.12 + 4.3 x 0.04 + 3.3 x 0.02 + 3.3 x 0.03 + 2.3 x 0.04 + 2.3 x 0.02 = 3.5 microSv/h

Cosmic radiation doses on flights 1985, DC8 (to be used for the years 1985 -1989)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Karachi 22.6 2.9 7h55m

Karachi-CPH 23.3 2.7 8h3Om

CPH-Nararsuaq 20.2 4.2 4h50m

S.Str0mf|ord-CPH 18.6 4.1 4h35m

Jeddah-DarEsSal. 6.6 1.6 4h 15m

DarEsSal.-Jeddah 6.2 1.5 4h 15m

ARN-London 7.4 3.0 2h30m

London-ARN 7.1 3.0 2h20m

Doserate = 2.7 x 0.05 + 2.9 x 0.05 + 2.9 x 0.35 + 2.9 x 0.20 + 3.0 x 0.20 + 3.0 x 0.15 = 2.9 microSv/h |

Cosmic radiation doses on flights 1985, DC9 (to be used for the years 1985 -1989)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Lisboa 10.4 2.8 3h40m Lisboa-CPH 9.5 2.7 3h3Om 98

London-ARN 6.6 2.6 2h30m

FBU-London 5.5 2.6 2h5m

London-FBU 4.6 2.3 2h0m

CPH-Milano 4.7 2.4 2h0m

Milano-CPH 4.4 2.2 2h0m

FBU-Paris 4.1 2.2 lh50m

Paris-GOT 4.1 2.1 Ih55m

Troms0-Svalbard 4.0 2.4 lh40m

Svalbard-Troms0 4.0 2.7 lh30m

FBU-CPH 1.0 1.0 lhOm

CPH-FBU 1.2 1.2 lhOm

FBU-ARN 0.92 1.0 55m

ARN-FBU 0.92 1.0 55m

FBU-Bergen 0.65 0.78 50m

Bergen-FBU 0.46 0.69 40m

Doserate = 2.8 x 0.05 + 2.6 x 0.17 + 2.3 x 0.50 + 1.0 x 0.28 = 2.0 microSv/h 99

Cosmic radiation doses on flights 1985, Boeing 737 (to be used for the years 1985 -1989)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Bergen 2.9 2.2 lh20m

Bergen-Fa2r0yene 3.6 2.7 lh20m

Fser0yen e-Bergen 2.5 2.1 lh 10m

Bergen-CPH 2.5 2.0 lh 15m

Doserate = 2.3 microSv/h

Cosmic radiation doses on flights 1985, Fokker27 (to be used for the years 1985 -1989)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

GOT-Stavanger 0.57 0.38 lh30m

Stavanger-GOT 0.41 0.31 lh20m

CPH-Kristiansand 0.46 0.32 Ih25m

Kristiansand-CPH 0.38 0.29 lh20m

FBU-Haugesund 0.34 0.29 lh 10m

Haugesund-FBU 0.26 0.24 Ih5m

1 Doserate = 0.32 x 0.71 + 0.24 x 0.29 = 0.30 microSv/h 100

Cosmic radiation doses on flights 1985, Twin Otter (to be used for the years 1985 -1989)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

Lakselv-Kirkenes 0.09 0.10 55m

Kirkenes-Lakselv 0.10 0.11 55m

Doserate = 0.11 microSv/h 101

Cosmic radiation doses on flights 1990, DCIO (to be used for the years 1990 -1994)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Bangkok 24.4 2.3 lOh 50m

Bangkok-ARN 29.5 2.5 llh50m

CPH-Tokyo 34.9 3.3 lOh 30m

Tokyo-CPH 34.7 3.0 1 In 30m

CPH-Anchorage 37.8 4.4 8h40m

Anchorage-CPH 34.3 4.0 8h3Om

ARN-Anchorage 36.0 4.3 8h20m

Anchorage-ARN 32.7 4.0 8h 10m

CPH-S.Str0mfjord 17.9 3.8 4h40m

S.Str0mfjord-CPH 18.0 4.2 4h20m

Singap.-Bangkok 2.6 1.2 2h 15m

Bangkok-Singap. 2.7 1.2 2h 10m

Doserate = 2.8 x 0.37 + 2.8 x 0.12 + 4.2 x 0.23 + 4.2 x 0.10 + 4.2 x 0.09 + 4.0 x 0.07 + 1.2 x 0.02 = 3.4 microSv/h

Cosmic radiation doses on flights 1990, B767 (to be used for the years 1990 -1994)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Rio 27.0 2.1 13h 10m

Rio-CPH 29.0 2.3 12h 25m

CPH-LAX 37.6 3.6 lOh 35m

LAX-CPH 42.0 3.5 1 In 55m 102

ARN-Bangkok 24.2 2.3 lOh 45m

Bangkok-ARN 26.3 2.4 llh 10m

CPH-Beijing 25.7 2.8 9h5m

Beijing-CPH 39.5 3.9 lOh 15m

ARN-New York 28.0 3.3 8h30m

CPH-New York 30.2 3.5 8h40m

CPH-Toronto 29.5 3.5 8h30m

Toronto-CPH 32.5 3.9 8h 15m

CPH-ARN 2.0 1.7 lh 10m

ARN-CPH 2.3 2.0 Ih 10m

Doserate = 2.1 x 0.08 + 2.3 x 0.07 + 3.0 x 0.09 + 3.3 x 0.09 + 2.8 x 0.19 + 3.6 x 0.29 + 3.6 x 0.18 + 1.9 x 0.01 = 3.1 microSv/h

Cosmic radiation doses on flights 1990, DC9 (to be used for the years 1990 -1994)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

ARN-Nice 9.1 3.0 3h5m

Nice-ARN 7.6 2.5 3h0m

CPH-Barcelona 7.5 2.6 2h50m

Barcelona-CPH 6.4 2.3 2h45m

London-ARN 6.1 2.4 2h30m

FBU-Zurich 6.3 2.7 2h20m

Zurich-FBU 5.2 2.4 2h 10m 103

FBU-Alta 4.9 2.5 2h0m

Alta-FBU 6.0 3.0 2h0m

Zagreb-CPH 3.7 1.9 Ih55m

FBU-Troms0 4.2 2.2 Ih55m

Troms0-FBU 4.9 2.7 lh50m

Troms0-Svalbard 3.4 2.1 Ih35m

Svalbard-Troms0 3.7 2.5 lh30m

FBU-CPH 1.2 1.1 Ih5m

CPH-FBU 1.2 1.2 lhOm

FBU-ARN 0.91 0.99 55m ARN-FBU 0.85 0.93 55m

FBU-Bergen 0.61 0.73 50m

Bergen-FBU 0.46 0.61 45m

Doserate = 2.6 x 0.16 + 2.3 x 0.64 + 0.89 x 0.20 = 2.1 microSv/h

Cosmic radiation doses on flights 1990, MD80 (to be used for the years 1990 -1994)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

CPH-Tel Aviv 10.6 2.3 4h40m

Tel Aviv-CPH 12.4 2.5 4h55m

CPH-Cairo 10.2 2.1 4h 45m

Cairo-CPH 11.6 2.4 4h50m

ARN-Madrid 10.1 2.5 4h0m 104

Madrid-ARN 8.8 2.2 3h55m

CPH-Lisboa 9.3 2.5 3h45m

Lisboa-CPH 9.6 2.2 4h25m

CPH-Reykjavik 11.1 3.3 3h20m

Reykjavik-CPH 8.6 2.8 3h5m

CPH-Moscow 9.6 3.5 2h45m

Moscow-CPH 7.6 2.9 2h40m

ARN-Zurich 7.4 3.1 2h25m

Zurich-ARN 7.2 3.0 2h25m

ARN-Moscow 6.8 3.1 2h 10m

Moscow-ARN 6.1 2.7 2h 15m

CPH-Milano 5.6 2.8 2h0m

Milano-CPH 4.6 2.2 2h5m

FBU-Troms0 4.5 2.3 Ih55m

Troms0-FBU 5.2 2.8 lh50m

CPH-Zurich 4.3 2.5 Ih45m

Zurich-CPH 3.5 2.0 Ih45m

CPH-HEL 2.1 1.5 Ih25m

HEL-CPH 2.3 1.4 lh40m

FBU-CPH 0.97 0.90 Ih5m

CPH-FBU 1.1 1.1 lhOm

FBU-Bergen 0.51 0.61 50m 105

Bergen-FBU 0.41 0.55 45m

I Doserate = 2.3 x 0.05 + 2.7 x 0.16 + 2.9 x 0.20 + 2.0 x 0.33 + 0.75 x 0.26 = 2.0 microSv/h

Cosmic radiation doses on flights 1990, Fokker27 (to be used for the years 1990 -1994)

Route/ Total dose on this flight Dose per registered flighthour flight time (microS v) (microSv/h)

GOT-HAM 0.62 0.35 Ih45m

HAM-GOT 0.39 0.29 lh20m

FBU-Aarhus 0.39 0.29 lh20m

FBU-Haugesund 0.31 0.27 lh 10m

Haugesund-FBU 0.23 0.23 lhOm

1 Doserate = 0.30 x 0.63 + 0.23 x 0.37 = 0.27 microSv/h

Cosmic radiation doses on flights 1990, Fokker50 (to be used for the years 1990 -1994)

Route/ Total dose on this flight Dose per registered flighthour flight time (microSv) (microSv/h)

Trondh .-Troms0 1.2 0.65 lh50m

Troms0-Trondh. 1.4 0.73 Ih55m

CPH-Kristiansand 0.50 0.38 lh20m

Kristiansand-CPH 0.44 0.35 lh 15m

Trondheim-Bod0 0.50 0.43 lh 10m

Bod0-Trondheim 0.59 0.47 lh 15m

Troms0-Kirkenes 0.47 0.43 Ih5m

Kirkenes-Troms0 0.44 0.38 lh 10m 106

CPH-HAM 0.19 0.19 lhOm

HAM-CPH 0.22 0.22 lhOm

Troms0-Lakselv 0.14 0.19 45m

Lakselv-Troms0 0.16 0.21 45m

Troms0-Alta 0.08 0.14 35m

Alta-Troms0 0.10 0.15 40m

Bardufoss-Evenes 0.03 0.07 25m

Evenes-Bardufoss 0.04 0.10 25m

Doserate = 0.48 x 0.42 + 0.16 x 0.58 = 0.29 microSv/h Avdelinger Departments • Eksperimentanalyse • Data Production and Evaluation • Eksperimentsystemer • Test Rig Design and Production • Eksperimentteknikk • Experiment Engineering • Energisystemer • Energy Systems • Fysikk • Physics • Isotoplaboratoriene • Isotope Laboratories • Kontrollromssystemer • Control Room Systems • Material- og korrosjonsteknologi • Materials- and Corrosion Technology • Menneske-Maskin Kommunikasjon • Man-Machine Systems Research • Metallurgi • Metallurgy • Miljø- og strålevern • Health and Safety • Miljøteknologi • Environmental Technology • Prosess- og strømningsteknologi • Process and Fluid Flow Technology • Reaktordrift • Reactor Operation • Reservoar- og leteteknologi • Reservoir and Exploration Technology • Simulering og systemutvikling • Simulation and Systems Engineering • Visualiseringsteknologi • Visual Interface Technology

Fakta om IFE Facts about IFE IIP Instituttet har en årsomsetning på rundt The Institute s annual income is approx. NOK 400 mill, kroner. Totalt antall ansatte er 400 million. The total number of employees ca. 600. I tillegg er det 20-25 utenlandske are approx. 600. In addition 20-25 foreign forskere ved Haldenprosjektet. scientists are attached to the Halden Project.

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« Institutt for energiteknikk Institute for Energy Technology

Kjeller Halden . ,.: P.O.Box 40, N-2027 Kjeller P.O.Box 173,'N-1751 Halden Norway Norway Tel.: +47 63 80 60 00 Tel.: +47 69 2122 0CL Fax.: +47 63 81 63 56 Fax.: +47'6921 22J

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