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 aboard the Department of Energy Gulfstream-1 aircraft.

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

4 portable intensive care unit within a cargo aircraft.

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

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

7 in flying animals than in most conventional aircraft.

8 y dependent on the passenger capacity of the aircraft.

9 riencing cardiac arrest aboard US commercial aircraft.

10 l vortex akin to that produced by delta-wing aircraft.

11 platforms such as kites, balloons, and light aircraft.

12 acer analogous to exhaust from stratospheric aircraft.

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

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

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

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

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

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

19 omplain of illness following a fume event in aircraft.

20 ng plumes from fast moving platforms like an aircraft.

21 mplex and dynamic systems such as robots and aircrafts.

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

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

24 ions were attributable mainly to patterns in aircraft activity.

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

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

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

28 ators were used for 200 patients (191 on the aircraft and 9 in the terminal), including 99 with docum

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

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

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

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

33 We model aircraft and ground support equipment emissions at major

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

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

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

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

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

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

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

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

42 Recent aircraft and satellite laser altimeter surveys of the Am

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

58 ysis of a strategy of full deployment on all aircraft as well as several strategies of partial deploy

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

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

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

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

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

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

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

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

67 The aircraft-based mass balance results revealed comparable

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

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

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

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

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

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

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

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

76 Aircraft black carbon (BC) emissions contribute to clima

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

78 pared with a baseline strategy of no AEDs on aircraft (but training flight attendants in basic life s

79 t concentrations from proposed stratospheric aircraft by 25 to 100 percent.

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

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

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

83 -5-hepten-2-one (6-MHO) were detected in the aircraft cabin at sub- to low ppb levels.

84 Aircraft cabin disinsection is required by some countrie

85 The aircraft cabin represents a unique indoor environment du

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

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

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

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

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

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

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

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

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

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

96 roenteritis were investigated aboard US Navy aircraft carriers between 1992 and 1997.

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

98 ategies of partial deployment only on larger aircraft, compared with a baseline strategy of no AEDs o

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

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

101 gin, implying that emissions from supersonic aircraft could reach the middle stratosphere.

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

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

104 ation on pilot survivability in work-related aircraft crashes in Alaska.

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

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

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

108 Aircraft data now show that the moat becomes dynamically

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

110 flux sites and regional fluxes derived from aircraft data.

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

112 Aircraft departures emit multiple pollutants common to o

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

114 48.1% of in-flight medical emergencies, and aircraft diversion occurred in 7.3%.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

136 Aircraft engines emit particulate matter (PM) that affec

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

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

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

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

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

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

143 ument meteorologic conditions and to involve aircraft fire.

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

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

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

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

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

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

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

151 external defibrillators (AEDs) on passenger aircraft has been shown to improve survival of cardiac a

152 Aircraft have been comparatively unimportant for the tra

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

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

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

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

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

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

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

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

161 culosis that we describe aboard a commercial aircraft involved a highly infectious passenger, a long

162 ted external defibrillator aboard commercial aircraft is effective, with an excellent rate of surviva

163 ogous to a mechanism operating on delta-wing aircraft, is that spanwise flow through a spiral vortex

164 Aircraft laser-altimeter surveys over northern Greenland

165 Aircraft laser-altimeter surveys over southern Greenland

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

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

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

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

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

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

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

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

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

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

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

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

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

179 Aircraft measurements made downwind from specific coal f

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

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

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

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

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

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

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

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

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

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

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

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

192 Aircraft noise exposure at home was highly correlated wi

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

194 Aircraft noise exposure at school was linearly associate

195 Aircraft noise exposure at school was significantly asso

196 Aircraft noise exposure was also associated with poorer

197 Neither aircraft noise nor traffic noise affected sustained atte

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

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

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

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

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

203 Aircraft observations of wind and temperature near the t

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

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

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

207 Y compared with deployment on large-capacity aircraft only, and full deployment on all passenger airc

208 recognized as a potentially fatal hazard for aircraft operation.

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

210 pers, janitors, motor vehicle operators, and aircraft operators had increased odds ratios only with l

211 ors only, while messengers, textile workers, aircraft operators, and vehicle manufacturing workers sh

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

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

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

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

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

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

218 simulations, AED placement on large-capacity aircraft produced cost-effectiveness ratios of less than

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

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

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

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

223 e ventricular fibrillation aboard commercial aircraft rarely survive, owing to the delay in obtaining

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

243 Data taken in aircraft transects of emissions plumes from rural U.S. c

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

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

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

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

248 Some older aircraft use only fresh air.

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

250 Specifically, the aircraft velocity and temperature measurements are separ

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

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

253 -polished stainless steel canisters from two aircraft while flying over the Pacific Basin.

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

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

256 technological applications such as icing of aircraft wings.

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

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

259 97, a major U.S. airline began equipping its aircraft with automated external defibrillators.

260 Additional AEDs on aircraft with capacities between 100 and 200 persons wou

261 Y gained compared with limited deployment on aircraft with capacity greater than 100.

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

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

264 Adding AEDs on passenger aircraft with more than 200 passengers would cost $35 30

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

266 t only, and full deployment on all passenger aircraft would cost an additional $94 700 per QALY gaine

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