ライフサイエンスコーパス: aviation

1 ng the electrification of transportation and aviation.

2 spheric pathways is of utmost importance for aviation.

3 ts are an inevitable challenge in commercial aviation.

4 change in other sectors, such as shipping or aviation.

5 lications including safe crewed and uncrewed aviation.

6 rather than cost is the major constraint for aviation.

7 p to 56% of the total radiative forcing from aviation.

8 for reducing the greenhouse gas emissions of aviation.

9 at-AV, Insight M, MethaneAIR, and Scientific Aviation.

10 rate assessments of environmental impacts of aviation.

11 volcanic ash particles are a known hazard to aviation.

12 y, particularly in relation to disruption to aviation.

13 sions from heavy trucks and intercontinental aviation.

14 modeling uncertainty in climate impacts from aviation.

15 could help to minimize the climate impact of aviation.

16 man health, agriculture, infrastructure, and aviation.

17 volcanic ash during eruptions is a threat to aviation.

18 Climate assessments of civil aviation(1,2) have consistently quantified the dominant

19 ies: earthquakes, deaths of notable persons, aviation accidents, mass murder incidents, and terrorist

20 To determine the possible impacts of aviation activities on ambient ultrafine particle number

21 We evaluated the resulting changes in aviation activity and air quality by measuring particle

22 to confirm particle size distributions from aviation activity.

23 Each pilot possessed a Federal Aviation Administration (FAA) commercial pilot certifica

24 ned from the medical literature, the Federal Aviation Administration, the Air Transport Association o

25 he increasing demand from industries such as aviation, aerospace, automobile manufacturing, and energ

26 Santa Monica Airport (SMO), a general aviation airport in Southern California, recently shorte

27 ental impact mitigation strategy for general aviation airports situated adjacent to residential areas

28 e nascent coalition of first movers on clean aviation already forming in Europe and the U.S.-could in

29 ch can pose serious risk on human health and aviation also at several thousands of kilometers from th

30 ugh a climate change vulnerability index for aviation and marine sectors in the Canadian Arctic, this

31 rors in high-risk environments, developed by aviation and other industries, provide insight into why

32 s across all transportation modes, including aviation and shipping, alongside an integrated analysis

33 and hydrogen are particularly important for aviation and shipping.

34 Aviation and space applications can benefit significantl

35 -duty vehicles, rail, maritime shipping, and aviation and the growth of renewable electricity and sto

36 el usage is also essential for decarbonizing aviation and to support legacy vehicles during the trans

37 engaged in climate change mitigation in the aviation and transport sectors.

38 h of the warming due to CO(2) emissions from aviation) and ULSJ increases life cycle CO(2) emissions

39 TEM is a technique widely used in aviation, and can be adapted for the use in a medical se

40 show that although the emissions targets for aviation are in line with the overall goals of the Paris

41 ul to assess the potential of biofuel use in aviation as a viable strategy to mitigate climate change

42 Such conditions are particularly relevant to aviation as well as industrial gas turbine engine risk m

43 h respect to reducing the climate impacts of aviation (as opposed to local air quality impacts) becau

44 sions and halve the radiative forcing due to aviation, as shown by soot mobility, X-ray diffraction,

45 evels (L(den)) were provided by the UK Civil Aviation Authority for 2011.

46 sults can be used in research in the area of aviation, automotive, and refrigeration industries.

47 Aviation BC emissions have been regulated and estimated

48 Direct radiative forcing (RF) due to aviation BC emissions is estimated to be ~9.5 mW/m(2), e

49 ions-a promising feedstock for biodiesel and aviation biofuel.

50 reactions, which are themselves a pathway to aviation biofuels via hydrodeoxygenation.

51 canic eruptions can alleviate the impacts on aviation by providing forecasts of the volcanic ash plum

52 o be comparable to the cumulative impacts of aviation CO(2) emissions.

53 obal social cost ratio of contrail cirrus to aviation CO2 emissions ranges from 0.075 to 0.57, depend

54 equivalent to ~1/3 of the current RF due to aviation CO2 emissions.

55 The aviation community is actively seeking to reduce its cli

56 l intelligence (trait EI) research within an aviation context.

57 This paper estimates the impact of aviation contrails on climate forcing for flight track d

58 All pilots in general aviation crash landings of airplanes with 10 seats or fe

59 Of the 14,051 general aviation crashes studied, 31% were fatal.

60 of pilot fatality rates in 1983-1998 general aviation crashes within the continental United States.

61 a total of 12.9 million flight hours and 66 aviation crashes, yielding a rate of 5.1 crashes per mil

62 n batteries (LIBs) for electric vehicles and aviation demand high energy density, fast charging and a

63 th these six factors included emissions from aviation, diesel trucks, gasoline/hybrid vehicles, oil c

64 Aircraft, and the aviation ecosystem in which they operate, are shaped by

65 t and future scenarios were calculated using aviation emission inventories developed by the Volpe Nat

66 increased by about 0.1 mug m(-3) due to the aviation emission, equivalent to about 1% of the backgro

67 As a result, aviation emissions are affecting atmospheric chemistry a

68 cterization of outdoor and indoor impacts of aviation emissions at the neighborhood scale to more acc

69 We develop a general aviation emissions inventory for the continental United

70 Reducing aviation emissions is important as they contribute to ai

71 Aviation emissions of nitrogen oxides (NO(x)) alter the

72 Impacts of aviation emissions on air quality in and around residenc

73 d with soot from four marine engines and one aviation engine.

74 Implementing this approach for global civil aviation estimated aircraft BC emissions are revised upw

75 state inside the plumes, indicates that the aviation exhaust aerosol almost remains in its emission

76 The abundant ultrafine particles in the aviation exhaust with diameters less than 100 nm may pen

77 logies employed predominately in the current aviation fleet.

78 s for seven engine types (used in commercial aviation) from two manufacturers at thrust levels rangin

79 Sustainable aviation fuel (SAF) can reduce aviation's CO(2) and non-

80 Sustainable aviation fuel (SAF) could reduce aviation's CO(2) and co

81 stocks to meet the United States Sustainable Aviation Fuel (SAF) Grand Challenge targets.

82 geting renewable diesel (RD) and sustainable aviation fuel (SAF) production in the United States at t

83 veloped source for production of sustainable aviation fuel (SAF).

84 d gas turbine engine when powered by Jet A-1 aviation fuel and a number of alternative fuels: Sasol f

85 vanced engine technologies, more sustainable aviation fuel and optimal routing plans(3-12).

86 esolution baseline against which sustainable aviation fuel and other emissions reduction opportunitie

87 iation industry is moving toward sustainable aviation fuel and/or lean-burning engine technology, whi

88 Until aviation fuel becomes completely unleaded, runway shorte

89 In contrast, the maximum sulfur content of aviation fuel has remained unchanged at 3000 ppm (althou

90 Biomass-derived sustainable aviation fuel holds significant potential for decarboniz

91 ructure, and most importantly, reductions in aviation fuel life cycle emissions.

92 uce mevalonate, as well as the terpenoid and aviation fuel precursor isoprenol, using formate we gene

93 e the production of isoprenol, a sustainable aviation fuel precursor, in Pseudomonas putida.

94 seudomonas putida for isoprenol, a potential aviation fuel precursor.

95 alorization of wet biowaste into sustainable aviation fuel presents a promising opportunity to decarb

96 m food waste-derived biocrude to sustainable aviation fuel through single-stage hydrotreating using c

97 been used to identify six different types of aviation fuel.

98 Sustainable aviation fuels (SAF) can reduce aviation greenhouse gas

99 e increasing demand for net-zero sustainable aviation fuels (SAF), new conversion technologies are ne

100 Sustainable aviation fuels (SAFs) are critical for reducing the gree

101 Cellulosic biomass-based sustainable aviation fuels (SAFs) can be produced from various feeds

102 e emissions can be reduced using sustainable aviation fuels (SAFs).

103 chemistry developed here can be tailored for aviation fuels as well as lubricants by changing the pro

104 urement activities including the Alternative Aviation Fuels Experiments (AAFEX1 and AAFEX2), we prese

105 potential of a fleetwide use of alternative aviation fuels on 210 000 shorter haul flights.

106 Several alternative aviation fuels that may reduce life cycle emissions have

107 Alternative aviation fuels' mitigation potential is limited because

108 ncements and the availability of sustainable aviation fuels.

109 arly in the synthesis of drop-in sustainable aviation fuels.

110 e in the search for sustainable or renewable aviation fuels.

111 issions in the face of increasing demand for aviation fuels.

112 samples of JP-4, JP-5, JP-7, JP-8, JetA, and aviation gasoline (AvGas).

113 Sustainable aviation fuels (SAF) can reduce aviation greenhouse gas emissions, yet their production

114 in high-risk activities, such as commercial aviation, has allowed the work environment to be restruc

115 y from difficult-to-decarbonize sectors like aviation, heavy transport, and manufacturing.

116 arbon as a key component, including areas in aviation, heavy-duty and marine transportation, and the

117 ompared to other directions, indicating that aviation impacts on PNC extend many kilometers downwind

118 on is equivalent to 17% CO(2) emissions from aviation in 2019 (ref. (7)).

119 rom climate change(18-20), which will affect aviation in the busy transatlantic flight corridor by cr

120 Properties of aviation-induced aerosol, however, are crucially needed

121 The characteristics of aviation-induced aerosol, its processing, and effects on

122 s, agrisciences, nutraceuticals, battery and aviation industries.

123 The aviation industry faces a formidable challenge to cap it

124 ctural damage endangering flight safety, the aviation industry is highly interested in suppressing tr

125 As the aviation industry is moving toward sustainable aviation

126 The aviation industry is of great importance for a globally

127 The aviation industry is responsible for over 2% of global C

128 A pressing challenge facing the aviation industry is to aggressively reduce greenhouse g

129 e assessment of the potential impacts of the aviation industry on the environment and human health.

130 iques that has been used successfully by the aviation industry to analyze errors and adverse events a

131 onsiderable safety and economic risks to the aviation industry.

132 eed to be considered by policymakers and the aviation industry.

133 s a promising opportunity to decarbonize the aviation industry.

134 om other high-reliability industries such as aviation into crisis resource management training.

135 Aviation is a key sector of the economy, contributing at

136 Business aviation is a relatively small but steadily growing and

137 Aviation is a substantial and a fast growing emissions s

138 Extreme aviation is accompanied by ever-present risks of hypobar

139 Aviation is an important contributor to the global econo

140 at the growth in motorised land vehicles and aviation is incompatible with averting serious climate c

141 The risk of extensive ash clouds to aviation is thus poorly quantified.

142 Aviation is under tremendous pressure to mitigate its im

143 Exposure to PM(2.5) from sources, including aviation, is associated with an increased risk of premat

144 through hydrogenation to hydrocarbons in the aviation jet fuel range of 38.2%, with a yield of 17.2%,

145 arbon dioxide by converting it directly into aviation jet fuel using novel, inexpensive iron-based ca

146 entrations to quantify the impacts of annual aviation lead emissions on the U.S. population using two

147 Aviation leads to the emission of CO(2) but also exerts

148 Alka(e)nes are ideal fuel components for aviation, long-distance transport, and shipping.

149 Sectors such as aviation may require low-carbon liquid fuels to dramatic

150 t yet insufficient sleep is pervasive (e.g., aviation, military, and medicine).

151 eneficial for reducing the climate impact of aviation NO(x) emissions.

152 of emission models and help in assessing the aviation non-CO(2) climate and air quality impacts.

153 Within several nonmedical areas (eg, aviation, nuclear power), concepts from Normal Accident

154 l for assessing the environmental impacts of aviation nvPM.

155 e Carbon Offsetting Scheme for International Aviation of the International Civil Aviation Organizatio

156 studies of the present and future effects of aviation on climate require detailed information about t

157 changes on glucose metabolism encountered in aviation on people with type 1 diabetes is controversial

158 In 1981, the International Civil Aviation Organization adopted a first certification stan

159 n those contained in the International Civil Aviation Organization databank for both taxi (same as id

160 national Aviation of the International Civil Aviation Organization provides a global market-based mea

161 Infiltration of aviation-origin emissions resulted in indoor PNC that we

162 rgy, residential, agriculture, shipping, and aviation, other, natural, and external sources.

163 Here, we quantified the detailed aviation particle number emission from Zurich Airport an

164 tal impact of CO(2) emission by air traffic, aviation particulate emission also deserves attention.

165 In the United States, general aviation piston-driven aircraft are now the largest sour

166 In the age of globalization, commercial aviation plays a central role in maintaining our interna

167 Federal aviation regulations prohibit airline pilots from flying

168 s resulted in a need to assess the impact of aviation related activities on local air quality in and

169 Aviation-related aerosol emissions contribute to the for

170 Determining aviation-related contributions to ambient ultrafine part

171 The net effect of aviation-related emissions was an increase in UFP (j mod

172 The net effect of aviation-related emissions was an increase in UFP (j mod

173 assessment and improved characterization of aviation-related UFP in near-airport communities.

174 High-risk organizations such as aviation rely on simulations for the training and assess

175 anic ash, which is pertinent to volcanology, aviation, respiratory health and environmental hazards,

176 Concerns about civil aviation's air quality and environmental impacts have le

177 s, regulations and research aiming to reduce aviation's climate impact.

178 ce particles, which are a major component of aviation's climate impact.

179 , are crucially needed for the assessment of aviation's climate impacts today and in the future.

180 able to reducing NO(x) emissions in terms of aviation's climate impacts.

181 Sustainable aviation fuel (SAF) could reduce aviation's CO(2) and contrail climate forcing.

182 Sustainable aviation fuel (SAF) can reduce aviation's CO(2) and non-CO(2) impacts.

183 light volumes can be a leading indicator for aviation's direct contribution to GDP in both the UK and

184 ontrails are a non-negligible contributor to aviation's impact on climate.

185 ticles in current flights, are important for aviation's non-CO(2) climate impact.

186 g generation, and has concomitant effects on aviation safety and Earth's climate.

187 re a valuable tool for injury prevention and aviation safety research.

188 luding flight automation features to improve aviation safety.

189 improving volcanic ash forecasting and hence aviation safety.

190 Sleep and fatigue were investigated in aviation search and rescue, firefighting, emergency medi

191 del provides insights on how RJF affords the aviation sector a clean slate in determining the manner

192 found that while excess mortality due to the aviation sector emissions is greater in 2050 compared to

193 global excess mortality attributable to the aviation sector in the present (2006) and in the future

194 The challenges of the aviation sector mirror other hard-to-abate sectors, maki

195 nly viable sustainable energy source for the aviation sector, given the difficulties faced by other l

196 significant potential for decarbonizing the aviation sector.

197 However, especially in cases where the aviation service requires waiting for tasks (e.g. search

198 In aviation, simulation training allows aircrews to coordin

199 Aviation-specific factors drive most of the uncertainty

200 Our findings confirm that aviation-specific UFP emissions are dominated by nucleat

201 upations, namely, electronics technicians in aviation squadrons (SMR = 2.2, 95% CI: 1.3, 3.7).

202 halogram (EEG) data from ten (10) collegiate aviation students in a live-flight environment in a sing

203 physiological stressors inherent to extreme aviation, such as high gravitational forces.

204 As the U.S. aviation system grows, it is possible to minimize human

205 To further understand cognitive workload in aviation, the present study involved collection of elect

206 of high interest as protective coatings from aviation to biomedical applications.

207 rriers newly entering the RCEP international aviation transportation market and low-cost carriers ded

208 80 neat jet fuel samples representing common aviation turbine fuels found in the United States (JP-4,

209 sent physiological challenges during extreme aviation, we defined the magnitude and duration of hyper

210 a high likelihood that the climate impact of aviation will not meet these goals.

211 electrification of heavy-duty transport and aviation will require new strategies to increase the ene

212 per troposphere, such as biomass burning and aviation, will lead to production of more O3 than expect

213 nd rational design of anti-icing systems for aviation, wind energy and infrastructures and even cryop