ライフサイエンスコーパス: aircraft

1 s and ambient aerosols (sampled at 20 s from aircraft).

2 nnovative directional fasteners and morphing aircraft.

3 for example, homes, heating, furniture, and aircraft.

4 e particles are emitted at high rates by jet aircraft.

5 s.l.) as well as near their sources using an aircraft.

6 y demonstrated from a long-range flight test aircraft.

7 d by dispersal of volcanic ash from a second aircraft.

8 ime, especially for smaller, battery-powered aircraft.

9 omplain of illness following a fume event in aircraft.

10 ng plumes from fast moving platforms like an aircraft.

11 p enables birds to morph their wings, unlike aircraft.

12 aboard the Department of Energy Gulfstream-1 aircraft.

13 light immediately preceding it with the same aircraft.

14 n takeoff mode for four of the five types of aircraft.

15 portable intensive care unit within a cargo aircraft.

16 allenge to designers of miniature biomorphic aircraft.

17 hydrochloric acid (HCl) from a high-altitude aircraft.

18 ponds to the lift:drag ratio in a fixed-wing aircraft.

19 in flying animals than in most conventional aircraft.

20 y dependent on the passenger capacity of the aircraft.

21 rne mass-balance technique from a low-flying aircraft.

22 ting a more turbulent flying environment for aircraft.

23 ful delivery of a human organ using unmanned aircraft.

24 mplex and dynamic systems such as robots and aircrafts.

25 The aircraft (A)-ATOFMS was field-tested on the ground durin

26 d by explosions (43%), gunshot wounds (28%), aircraft accidents (23%), and blunt trauma (6%).

27 ions were attributable mainly to patterns in aircraft activity.

28 environments, such as casinos and commercial aircraft, AEDs have performed particularly well.

29 , the development of gas-turbine engines for aircraft/aerospace, which has had a seminal impact on ou

30 conditions (daylight vs. darkness), type of aircraft (airplane vs. helicopter), postcrash fire, cras

31 BC particles emitted from aircraft also serve as nuclei for contrail ice particles

32 as been measured using clocks on a tower, an aircraft and a rocket, currently reaching an accuracy of

33 f the total emissions detected midday by the aircraft and approximately 2/3 of the west-east differen

34 fectiveness of infection control measures on aircraft and at borders.

35 h as steerable catheters, adaptive wings for aircraft and drag-reducing wind turbines.

36 We model aircraft and ground support equipment emissions at major

37 st demanding high-temperature environment of aircraft and industrial gas-turbine engines.

38 Thus, like early man-made aircraft and modern fighter jets, the fruit fly employs

39 re have proved to be useful in the design of aircraft and other vehicles.

40 le number, and black carbon (BC) from in-use aircraft and related activity at a regional airport.

41 tes previously observed associations between aircraft and road traffic noise at school and children's

42 d children by extent of exposure to external aircraft and road traffic noise at school as predicted f

43 to examine exposure-effect relations between aircraft and road traffic noise exposure and reading com

44 ore, was to assess the effect of exposure to aircraft and road traffic noise on cognitive performance

45 Recent aircraft and satellite laser altimeter surveys of the Am

46 le atmosphere - by radar, lidar, high-flying aircraft and satellite remote sensing - indicate that th

47 s are qualitatively consistent with multiple aircraft and ship surveys conducted in earlier years, wh

48 , underground, train and tram emissions, and aircraft and shipping emissions.

49 ess-for example, in structural components of aircraft and spacecraft.

50 Here, we combine aircraft and tower observations of atmospheric CO2 with

51 sm in fossil fuel and nuclear plants, ageing aircraft, and also an important concern in the design of

52 ower applications such as electric vehicles, aircraft, and pulsed power systems where the power elect

53 season measurements (active remote sensing, aircraft, and tall towers) and systematic sampling of ve

54 rom a variety of platforms, including ships, aircraft, and towers.

55 plex technology, ranging from smartphones to aircraft, and yet young children find even simple tool i

56 Here we present aircraft- and ground-based measurements under clean cond

57 Results are compared to other aircraft- and surface-based measurements of the same fac

58 While the aircraft approach is valid, quantitative, and independen

59 nited States, general aviation piston-driven aircraft are now the largest source of lead emitted to t

60 Flapping animals, like fixed wing aircraft, are predicted to be stable in forward flight i

61 as and aerosol species were measured from an aircraft around, downwind, and away from the DWH site.

62 d the exhaust of engines onboard a NASA DC-8 aircraft as they burned conventional Jet A fuel and a 50

63 ne exhaust plumes from in-service commercial aircraft at Chicago Midway Airport (MDW) and O'Hare Inte

64 forcing, but few estimates of BC emitted by aircraft at cruise exist.

65 y to detect volcanic ash from commercial jet aircraft at distances of more than 50 km ahead.

66 as tested on NASA's reduced gravity research aircraft at gravity levels that are relevant to NASA's i

67 We find that aircraft-attributable lead contributes to $1.06 billion

68 raft flights can occur, then the ground- and aircraft-based approaches show excellent agreement in em

69 ol Absorption, and Nitrogen (WE-CAN), a 2018 aircraft-based field campaign that measured HAPs and PM

70 sources, CH4 emission measurements from the aircraft-based mass balance approach were a factor of 3.

71 ive independent days of measurements and the aircraft-based mass balance method, we calculate an aver

72 two ("East" or "West") 35 x 35 km grids, two aircraft-based mass balance methods measured emissions r

73 The aircraft-based mass balance results revealed comparable

74 ural gas-fired power plants (NGPPs) using an aircraft-based mass balance technique and methane/carbon

75 at three NGPPs and three refineries using an aircraft-based mass balance technique.

76 Ground- and aircraft-based measurements show that the seasonal ampli

77 Our aircraft-based methane emission estimates in a major U.S

78 t sources in the Barnett Shale, Texas, using aircraft-based methods performed as part of the Barnett

79 We compare recent aircraft-based observations of CO2 above the North Pacif

80 ults from ICE-L represent the first reported aircraft-based single-particle dual-polarity mass spectr

81 a acquisition capabilities was developed for aircraft-based studies.

82 approach for global civil aviation estimated aircraft BC emissions are revised upward by a factor of

83 Aircraft black carbon (BC) emissions contribute to clima

84 s uncertainties arising from meteorology and aircraft black carbon (BC) particle number emissions.

85 robability of engineering structures such as aircraft, bridges, dams, nuclear structures, and ships,

86 The build-up of ice on aircraft, bridges, oil rigs, wind turbines, electrical l

87 er and mass emissions immediately behind the aircraft by 50 to 70 per cent.

88 and wind velocity measurements from a small aircraft by a novel Gauss' Theorem flux integral approac

89 We found no evidence that aircraft cabin air recirculation increases the risk for

90 -5-hepten-2-one (6-MHO) were detected in the aircraft cabin at sub- to low ppb levels.

91 Aircraft cabin disinsection is required by some countrie

92 This study investigates the effects of aircraft cabin pressure on intracranial pressure (ICP) e

93 The aircraft cabin represents a unique indoor environment du

94 s caused by the reduction of pressure in the aircraft cabin.

95 nd that the surface contamination network in aircraft cabins exhibits a community structure, with sma

96 rational performance in applications such as aircraft cabins or wind turbine blades.

97 levels for flight attendants in disinsected aircraft cabins than top-of-descent spray and residual a

98 osures and risks to pesticide in disinsected aircraft cabins under three scenarios of pesticide appli

99 in confined spaces, such as space shuttles, aircraft cabins, and air-conditioned buildings.

100 is to increase the barometric pressure as in aircraft cabins.

101 his study, we compared the measurements from aircraft campaigns and satellites, and found a robust as

102 o during the ARCTAS (2008) and CalNex (2010) aircraft campaigns is similar to the ratio of these gase

103 ta from two surface-measurement networks and aircraft campaigns.

104 B using continuous atmospheric sampling from aircraft collected during the TOPDOWN2015 field campaign

105 -effectiveness of placing AEDs on commercial aircraft compares favorably with the cost-effectiveness

106 In June 2010, the NOAA WP-3D aircraft conducted two survey flights around the Deepwat

107 Five (6%) of 82 casualties had died in an aircraft crash, and their bodies were lost at sea; autop

108 Work-related aircraft crashes are the leading cause of occupational f

109 ivability, the authors examined work-related aircraft crashes that occurred in Alaska in the 1990s (1

110 lite instrument, validated with high-quality aircraft data and oversampled on a 5 x 5 km(2) grid, to

111 Regional scale fluxes of CH4 derived from aircraft data demonstrate the large spatial extent of la

112 as demonstrated the usefulness of commercial aircraft data for city-scale anthropogenic CO(2) emissio

113 Aircraft data now show that the moat becomes dynamically

114 Here, we used multispectral satellite and aircraft data to evaluate the relationship between norma

115 For both satellite and aircraft data, NDVI decreased with increasing pest infes

116 flux sites and regional fluxes derived from aircraft data.

117 in the fields than NDVI from high-resolution aircraft data.

118 sing a combination of satellite, surface and aircraft data.

119 demonstrate that air pollution impacts from aircraft departures can be isolated using time-resolved

120 Aircraft departures emit multiple pollutants common to o

121 ction limits and observations from the first aircraft deployment for an instrument of this type, whic

122 48.1% of in-flight medical emergencies, and aircraft diversion occurred in 7.3%.

123 e of and factors associated with unscheduled aircraft diversion, transport to a hospital, and hospita

124 portant for many gliding animals, whereas in aircraft, drag is usually kept to a minimum.

125 different information sources - satellites, aircrafts, drones, or ground data - allowing global biod

126 ressures are the same as those in commercial aircraft during flight.

127 eous and PM(10) emissions of a piston-engine aircraft during ground operations at different engine st

128 to 3.7 g (kg fuel)(-1) across five types of aircraft during taxiing, whereas EIs were consistently h

129 National Science Foundation's C-130 research aircraft during the 2013 Nitrogen, Oxidants, Mercury, an

130 lumes using observations from the NOAA WP-3D aircraft during the 2013 Southeast Nexus (SENEX) campaig

131 burning plumes intercepted by the NOAA WP-3D aircraft during the 2013 Southeast Nexus and 2015 Shale

132 rosols in Riverside, CA (SOAR) and aboard an aircraft during the Ice in Clouds Experiment-Layer Cloud

133 type, which took place aboard the NOAA WP-3D aircraft during the Southeast Nexus (SENEX) 2013 field c

134 le samples were collected onboard a research aircraft during the Southern Oxidant and Aerosol Study (

135 Here, using evidence from measurements at aircraft, ecosystem, tree, branch and leaf scales, with

136 present the isoprene emission estimates from aircraft eddy covariance measurements over the Amazonian

137 6 estimates of the mean flow and fluxes from aircraft eddy-covariance measurements over the tropical

138 his analysis evaluated whether UFPs from jet aircraft emissions are associated with increased rates o

139 aluations for CO and CO2 are used along with aircraft emissions estimations at airports to determine

140 for PNC exposure assessment studies to take aircraft emissions into consideration, particularly in p

141 While it is well-known that aircraft emissions near airports directly affect nearby

142 While there may not be unique tracers of aircraft emissions, examination of multipollutant concen

143 typical of those found in the exhaust of an aircraft engine are reported in this paper.

144 composition of ultrafine particles (UFP) in aircraft engine exhaust were measured and characterized.

145 ffects in emission inventories and in future aircraft engine nvPM emission standards.

146 Nitrogen oxides emitted from aircraft engines alter the chemistry of the atmosphere,

147 estigated is the use of alternative fuels in aircraft engines and auxiliary power units (APUs) as a m

148 Besides greenhouse gases, aircraft engines emit black carbon (BC), a climate force

149 Aircraft engines emit particulate matter (PM) that affec

150 Black carbon (BC) emissions from aircraft engines lead to an increase in the atmospheric

151 For the majority of aircraft engines the only BC-related measurement availab

152 ation of aerosols, in H(2)SO(4) formation by aircraft engines, and also in understanding the formatio

153 A model aircraft equipped with a custom laser-based, open-path m

154 nt scientific information on the toxicity of aircraft exhaust and their impact on local air quality.

155 cribe the physical and chemical evolution of aircraft exhaust plumes on the time scale of 5 s to 2-3

156 creasing wind speed, suggesting that buoyant aircraft exhaust plumes were the likely source.

157 ument meteorologic conditions and to involve aircraft fire.

158 lume transects, collected during 13 research-aircraft flights between 7 November 2015 and 13 February

159 We find that if a high frequency of aircraft flights can occur, then the ground- and aircraf

160 a recent, unique high-speed observation from aircraft flying at 14-km altitude.

161 be mounted on a drone instead of low-flying aircraft for distributed land surveying and exploration,

162 ling studies using kites, balloons, or light aircraft for the purpose of measuring landscape-scale fl

163 atic content and thrust for an in-production aircraft gas turbine engine.

164 ash in order to keep airspace open and avoid aircraft groundings.

165 rtors, but ozone levels on two flights whose aircraft had older convertors were similar to those on p

166 In recent years, new commercial aircraft have been designed to recirculate approximately

167 eons (1) maintain powered, banked turns like aircraft, imposing dorsal accelerations of up to 2g, eff

168 nd that gliding animals differ markedly from aircraft in how they maintain stability.

169 Oceanic and Atmospheric Administration WP-3D aircraft in June 2010.

170 le fraction data obtained onboard commercial aircraft in proximity to 36 airports worldwide, as part

171 cals and particulate iodine (I(y,part)) from aircraft in the stratosphere.

172 of the three-day grounding of all commercial aircraft in the United States in the aftermath of the te

173 asurements of exhaust plumes from commercial aircraft in this airport field study reveal that lubrica

174 ined the behavioral responses of wildlife to aircraft (including UAVs), but with the widespread incre

175 nvironments sampled from the ground and from aircraft, including the marine boundary layer, continent

176 , we present the first analysis of nighttime aircraft intercepts of agricultural BB plumes using obse

177 ortation and the majority of energy spent in aircraft is used to move vehicle mass.

178 method, we estimate global BC emissions from aircraft landing and takeoff (LTO) operations for 2015 t

179 nd concentration, the costs of piston-driven aircraft lead emissions are expected to increase over ti

180 he nationwide annual costs of IQ losses from aircraft lead emissions.

181 ar relationship between emission factors and aircraft-level wind speed or between methane and BC emis

182 ations with landing and takeoff (LTO) of the aircraft (LTO activity, weighted by LTO cycle fuel burn)

183 This is the first field study focused on aircraft lubrication oil emissions, and all of the obser

184 spheric Administration (NOAA) WP-3D research aircraft made airborne measurements of the gaseous and a

185 ion estimates for the whole city based on an aircraft mass balance method and from inverse modeling o

186 lly impact midday methane emissions and that aircraft may detect daily peak emissions rather than dai

187 Here we present data from an aircraft measurement campaign over the North Atlantic Oc

188 -specific results from a Southern California aircraft measurement campaign to all of California.

189 Comparisons of individual aircraft measurement flights conducted in the Barnett Sh

190 urements from the NASA CALIPSO satellite and aircraft measurements from the IAGOS-CARIBIC observatory

191 s, determined with a top-down approach using aircraft measurements in the summer of 2013.

192 Aircraft measurements made downwind from specific coal f

193 p properties inferred from radar and in situ aircraft measurements obtained in two contrasting region

194 We present aircraft measurements of CH(4) emissions from offshore o

195 We report aircraft measurements of NO3 and N2O5, which show that t

196 Here we use in situ aircraft measurements of vertical profiles of aerosol si

197 Recent high-altitude, unmanned aircraft measurements provide evidence for two distinct

198 We used an ensemble of aircraft measurements with the GEOS-Chem chemical transp

199 Simulated enhancements agree with aircraft measurements, and are much larger than those re

200 measurements, along with past high-altitude aircraft measurements, indicate that the low-concentrati

201 comb spectroscopy (DCS observing system) and aircraft measurements.

202 Birds may therefore resemble tailless aircraft more closely than conventional aircraft with a

203 The song recordings were made in between aircraft movements, when ambient sound levels were simil

204 ion in either the absence or the presence of aircraft noise (beta = 0.003, p = 0.509; beta = 0.002, p

205 ect associations between exposure to chronic aircraft noise and impairment of reading comprehension (

206 of a direct exposure-effect relation between aircraft noise and reading comprehension.

207 onomic variables (beta = -0.008, p = 0.012), aircraft noise annoyance, and other cognitive abilities

208 Schools exposed to high levels of aircraft noise are not healthy educational environments.

209 cognition in the 2001-2003 Road Traffic and Aircraft Noise Exposure and Children's Cognition and Hea

210 Aircraft noise exposure at home was highly correlated wi

211 exposure at home was highly correlated with aircraft noise exposure at school and demonstrated a sim

212 Aircraft noise exposure at school was linearly associate

213 Aircraft noise exposure at school was significantly asso

214 Aircraft noise exposure was also associated with poorer

215 Neither aircraft noise nor traffic noise affected sustained atte

216 a direct impact of intermittent, high-level aircraft noise on birds' behaviour living close to a run

217 frequency results in increased overlap with aircraft noise, these findings cannot be explained as an

218 dicate that a chronic environmental stressor-aircraft noise-could impair cognitive development in chi

219 o moving surfaces such as turbine blades and aircraft not only causes surface contamination problems

220 However, aircraft now broadcast their location in real-time using

221 We combine aircraft observations and a chemistry-climate model to q

222 Using a suite of in situ aircraft observations and laboratory studies of HOM, tog

223 Models, satellite data and aircraft observations are used to show fires in tropical

224 f the upper troposphere (UT) based on direct aircraft observations of the chemical composition of the

225 Aircraft observations of wind and temperature near the t

226 surements made in conjunction with low-level aircraft observations shows that the mean daily observed

227 is necessary to estimate EI(BC) for existing aircraft on the ground and at cruise.

228 bred and artificially trained by ultralight aircraft on their first lifetime migration.

229 ve the Earth's surface, we flew NASA's C-20A aircraft on two consecutive days in June 2018 along iden

230 recognized as a potentially fatal hazard for aircraft operation.

231 s, it is less clear how the airport-specific aircraft operations and impacts result in monetized dama

232 medical emergencies resulted in diversion of aircraft or death; one fourth of passengers who had an i

233 y of concrete structures, composite parts of aircraft or ships, microelectronic components, microelec

234 Aircraft-origin UFPs adversely affect air quality over l

235 In utero exposure to aircraft-origin UFPs was positively associated with PTB.

236 se measurements of CO(2), CH(4), and CO from aircraft over 5 days within an inverse model to estimate

237 a requirement for two engine turbine-powered aircraft piloted by two qualified pilots certified throu

238 We used an aircraft platform to sample 10 flares in North Dakota an

239 An instrumented aircraft platform was used to identify large sources of

240 Our results suggest that emissions from aircraft play an etiologic role in PTBs, independent of

241 nalyses of individual ultrafine particles in aircraft plumes were performed on silicon nitride membra

242 ontribution from lubrication oil in measured aircraft plumes, which ranges from 5% to 100%.

243 ng of clouds with ice particles generated by aircraft, produced through spontaneous freezing of cloud

244 spond to the surface patterns measured using aircraft profiling and surface monitors.

245 ud droplets in air cooled as it flows around aircraft propeller tips or over jet aircraft wings.

246 n a compact package while the remote control aircraft provides nimble and safe operation around a loc

247 ved understanding of the resulting impact of aircraft radiative forcing on climate.

248 ed regions (DMRs) in relation to 1-y average aircraft, railway, and road traffic day-evening-night no

249 8, and 71 DMRs independently associated with aircraft, railway, and road traffic Lden; NO2; and PM2.5

250 moisture and test the approach against 1-km aircraft remote sensing products and through comparisons

251 as the Internet-of-Things and more-electric aircraft require electronics with integrated data storag

252 d to C-reactive protein and body mass index (aircraft, road traffic Lden, and PM2.5), renal function

253 in the United States was estimated to be in aircraft, rocket, and gas turbine engines, with a total

254 This particularly affects the ranking of aircraft's climate impact relative to other modes.

255 Here, using data collected during aircraft sampling of the TWP in winter 2014, we find str

256 re reinforced epoxy composite matrix used in aircraft structural components.

257 s related methane emission estimates between aircraft studies (basin total for a midday window) and e

258 n the interpretation of previous basin scale aircraft studies, and provides an improved mechanistic u

259 onsumption, all required advances for use in aircraft studies.

260 n which time resolution is critical, such as aircraft studies.

261 ata are also presented from the MIRAGE C-130 aircraft study near Mexico City, showing high correlatio

262 ce lightweight structures for fuel-efficient aircraft such as the new Boeing 787 Dreamliner; lightwei

263 explore the utility of a quadrotor unmanned aircraft system (UAS) as a sampling platform to measure

264 aria volcano, Guatemala, using an Unoccupied Aircraft System (UAS) to create topography data and orth

265 We combine unmanned aircraft systems (UAS), thermal imagery and computer vis

266 Although uncrewed aircraft systems (UAS)-ie, drones-can mitigate some of t

267 Unmanned aircraft systems (UAS; ie, drones) have the potential to

268 The emergence of unmanned aircraft systems (UASs, or drones) to sample plant patho

269 ze human and environmental costs by shifting aircraft technologies and expanding service into airport

270 Here, we show by radio tracking from small aircraft that only adult, and not juvenile, long-distanc

271 air for ventilation, and 53% traveled aboard aircraft that recirculated cabin air.

272 Here we report observations from research aircraft that sampled the exhaust of engines onboard a N

273 lden measure of static pitching stability in aircraft--the static margin--can only strictly be applie

274 of condensation trails (contrails) from jet aircraft to affect regional-scale surface temperatures h

275 was convened to design and build an unmanned aircraft to autonomously carry a human organ.

276 ranging from high energy fuels for advanced aircraft to hydrogen storage materials for fuel cell app

277 We suggest that targeting aircraft to key parts of the storm to gain crucial input

278 ironments, including biological cells, soil, aircraft, transportation infrastructure, and atmospheric

279 evelopment of emission inventories for small aircraft turbine engines and future emission standards.

280 Nonvolatile PM (nvPM) emissions from aircraft turbine engines depend on fuel aromatic content

281 Regarding emissions, aircraft turbine engines rated at and below 26.7 kN thru

282 rganic gas emissions (NMOGs) from in-service aircraft turbine engines were investigated using a proto

283 areas in relation to pilot characteristics, aircraft type, and crash circumstance.

284 Some older aircraft use only fresh air.

285 under extreme conditions, including unmanned aircraft vehicles (UAVs) and Mars/Moon rovers.

286 Specifically, the aircraft velocity and temperature measurements are separ

287 ent in electric vertical takeoff and landing aircraft (VTOLs), commonly known as flying cars, have gr

288 The aircraft was flown 44 times (total of 7.38 hours).

289 A third aircraft was used to measure the ash in situ using optic

290 sion indices (EIs) for jet-powered, commuter aircraft were generally lower than those contained in th

291 The exhaust jet from a departing commercial aircraft will eventually rise buoyantly away from the gr

292 itudes, mean values and frequencies, such as aircraft wings in turbulent air.

293 s around aircraft propeller tips or over jet aircraft wings.

294 technological applications such as icing of aircraft wings.

295 less aircraft more closely than conventional aircraft with a tailplane.

296 Ozone was greatly reduced on relatively new aircraft with catalytic convertors, but ozone levels on

297 t in increased drag and fuel consumption for aircraft with laminar-flow surfaces.

298 Peak ozone levels on aircraft without catalytic convertors exceeded 100 ppb,

299 However, previous aircraft work has indicated large daily variability in t

300 Placing AEDs on most US commercial aircraft would meet conventional standards of cost-effec