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The European population of Cygnus columbianus bewickii has a declining trend in number of individuals. Anthropogenic disturbance could be one of the reasons for this decline. Disturbance influences animal behaviour, including the manifestation of behavioural lateralisation. Therefore, investigating the impact of anthropogenic disturbance on behavioural lateralisation is essential for biodiversity conservation. Behavioural lateralisation manifests itself in a preference to use one of two paired organs (limbs or sensory organs) and a preference to avoid obstacles from a certain side. Earlier studies of behavioural lateralisation did not consider the locomotion type as an independent variable factor in the analysis, although it could affect the manifestation of behavioural lateralisation. We studied the influence of anthropogenic disturbance on behavioural lateralisation of swans, depending on the type of locomotion (swimming or flying). We have analysed 492 photos from aerial counts of two swan species (Cygnus columbianus bewickii, C. cygnus) in Yamal Peninsula and Gydan Peninsula. The photos were taken from a plane, while the birds were escaping from it as a source of anthropogenic disturbance. Pairs without and with chicks alone or in flocks were encountered swimming or flying. We found that swimming swans had a strong right-sided bias and right-eye bias for avoidance and observing the source of anthropogenic disturbance, and flying swans had a left bias. Swimming C. c. bewickii and C. cygnus exhibited similar behavioural lateralisation. These results were the same for following and leading birds. The presence of chicks did not change the direction of behavioural lateralisation but strengthened it for the following partners. The differences in behavioural lateralisation could be caused by the fact that swans in flight experience greater fear of a present aircraft than when they are on water. We conclude that the locomotion types influence behavioural lateralisation in response to anthropogenic disturbance. We recommend paying attention to accompanying factors when comparing the results of lateralisation studies. As the left side bias of flying birds in our study indicates that flying birds are more stressed than swimming ones, we recommend not forcing birds to fly during observations to reduce their stress.

Background. Long-haul flights have been associated with a two- to four-fold increased risk of aviation-related thrombosis (ART). Several studies have investigated the extent to which hypoxic hypobaric exposure, dehydration and prolonged immobilisation during air travel induce changes in haemostasis. Objective. To investigate the role of high altitude as a risk factor for ART. Methods. Healthy volunteers aged ≥18 years (N=40), without risk factors for venous thromboembolism, were exposed to an exacerbated altitude of 18 000 feet (5 486 m) for 1 hour. During the flight, the oxygen (O2) levels of the participants, who received supplemental O2, were measured by pulse oximetry and maintained at >92%. Venous blood and urine samples were collected prior to departure and immediately after flying in an unpressurised twin-engine airplane. D-dimer levels, thromboelastography (TEG) parameters, von Willebrand factor (VWF) activity and urine osmolality were measured. Results. The participants were 19 men and 21 women, with a mean (standard deviation) age of 46 (14) years. A significant difference in D-dimer levels, VWF activity, urine osmolality and TEG parameters (reaction (R) time, kinetic (K) time and maximum amplitude (MA)) before and after the 1-hour flight was observed (p

Copyright of Revista Ciencia y Poder Aéreo is the property of Escuela de Postgrados de la Fuerza Aerea Colombiana and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Objective: The objective of this study was to determine the incidence of early air transport (EAT) morbidity after transpleural surgery. We compared our cohort with our patients not requiring air transport. Methods: This was a retrospective observational study, in the Thoracic and Cardiovascular Surgery Department of the University Hospital of Martinique over 40 months. We included all of the files (national and local database, and systematic postoperative consultation) of patients operated on for thoracic surgery or distinguished transpleural surgical intervention, whatever their geographical origin. Patients from another French department benefited from EAT. The complications were classified according to Clavien–Dindo before or after the EAT. Diagnostic criteria were chest pain, dyspnea, and abnormal chest radiograph. Continuous variables are presented as mean, median, and SDs. Discrete variables are presented as n (%). Results: Of 491 patients operated on, 315 were transpleural surgeries, and 99 patients benefited from EAT. There were 55% resections, a percent predicted of forced expiratory volume in 1 second, and an average preoperative Tiffeneau ratio of respectively, 86% and 78. One complication was found: a pneumothorax in an emphysematous patient, 15 days after the flight, who had an index of prolonged air leak >10. The mean time between surgery and flight was 7.2 days (σ = 4.5), and 3.3 days (σ = 2.9) between removal of the last drain and flight. The morbidity of EAT after transpleural surgery was 1%. The 2 cohorts of “EAT” and “Locals” patients were statistically comparable, particularly in morbidity. Conclusions: EAT appears to be safe after transpleural surgery, following usual criteria for hospital discharge. It would be interesting to study, on a larger scale, the effect of IPAL as an independent risk factor (in case of high IPAL > 10) as well as pathologies that modify transpleural pressures restrictive ventilatory defect.

Introduction: Concerns arise when patients with pneumocephalus engage in air travel. How hypobaric cabin pressure affects intracranial air is largely unclear. A widespread concern is that the intracranial volume could relevantly expand during flight and lead to elevated intracranial pressure. The aim of this systematic review was to identify and summarise models and case reports with confirmed pre-flight pneumocephalus. Methods: The terms (pneumocephalus OR intracranial air) AND (flying OR fly OR travel OR air transport OR aircraft) were used to search the database PubMed on 30 November 2021. This search returned 144 results. To be included, a paper needed to fulfil each of the following criteria: (i) peer-reviewed publication of case reports, surveys, simulations or laboratory experiments that focussed on air travel with pre-existing pneumocephalus; (ii) available in full text. Results: Thirteen studies met the inclusion criteria after title or abstract screening. We additionally identified five more articles when reviewing the references. A notion that repeatedly surfaced is that any air contained within the neurocranium increases in volume at higher altitude, much like any extracranial gas, potentially resulting in tension pneumocephalus or increased intracranial pressure. Discussion: Relatively conservative thresholds for patients flying with pneumocephalus are suggested based on models where the intracranial air equilibrates with cabin pressure, although intracranial air in a confined space would be surrounded by the intracranial pressure. There is a discrepancy between the models and case presentations in that we found no reports of permanent or transient decompensation secondary to a pre-existing pneumocephalus during air travel. Nevertheless, the quality of examination varies and clinicians might tend to refrain from reporting adverse events. We identified a persistent extracranial to intracranial fistulous process in multiple cases with newly diagnosed pneumocephalus after flight. Finally, we summarised management principles to avoid complications from pneumocephalus during air travel and argue that a patient-specific understanding of the pathophysiology and time course of the pneumocephalus are potentially more important than its volume. [ABSTRACT FROM AUTHOR]

Approach and landing phases take less than 4% of total flight time of a typical flight, but 36% of fatal aircraft accidents occur during this phase. Gust disturbances creating uncertainties during this phase are primary contributors to many unstabilized, high and fast approaches leading to catastrophic ending. This study analyses the effects of gust and resulting responses affecting the handling and flying characteristics of an aircraft during landing. A pilot-in-the-loop flight simulation during landing with the effect of gust was developed using Boeing B747-100 aircraft to analyze the problem. Elevator and throttle inputs through a joystick were used as control inputs to allow the pilot-in-the-loop to control the aircraft glide-path and speed during landing. It was found that the aircraft flight path during the descent is not affected, if the frequency of the gust is higher than the natural frequency of the aircraft, but maintaining the flight glide path becomes difficult for lower frequencies. Likewise, the vertical gust has more prominent effect than the horizontal gust. In both cases, the aircraft susceptibility to gust disturbances increases the pilot workload causing more difficulties for a landing.

Propulsion performance of swimming and flying animals is often evaluated by using dimensionless numbers, such as the Strouhal and Reynolds numbers. They have been shown to allow a better understanding of locomotion efficiency, using relatively simple approaches and avoiding overly complex computational models. Specifically, it has been reported that efficient propulsion is more likely to occur when Strouhal number values – estimated from propulsive frequencies and amplitudes – are within a relatively narrow range, depending on the corresponding Reynolds number, broadly expressing the fluid resistance to the animal motion. We have estimated both Strouhal and Reynolds numbers for seven species of penguins after analysing relevant kinematic data taken from the literature. The obtained values neatly indicate that, as expected, penguins employ efficient propulsion mechanisms. Additionally, by comparing these values with those for alcids – seabirds that can also fly – we have found that penguins swim at least as efficiently as alcids. However, we have also found that the swimming number – proportional to the product of Strouhal and Reynolds numbers – neatly correlates to the diving abilities of the considered species and apparently indicates, in a straightforward hierarchical manner, the gains in diving due to the loss of flying abilities. Within the penguin species, a clear correlation is also observed between diving performance and drag coefficient values. [ABSTRACT FROM AUTHOR]

Mechanism design and lift force calculation of an underactuated flapping wing robot with flexible planar wings are investigated in this paper. A spatial four-bar mechanism is introduced to realize flapping movements of wings, and then the emphasis contents of the paper are focused on lift force calculation of the robot system. A simple approach is presented for quantitatively calculating lift and thrust forces of the underactuated flapping wing system. Several robot prototypes have been fabricated on the basis of the optimization results with regard to a set of specific parameters. Some flight experiments show that the presented transmission mechanism and the optimization approach are feasible. [ABSTRACT FROM AUTHOR]

Ancient writers, including Socrates and the Upanishads, argued that sibilants are associated with the notions of wind, air and sky. From modern perspectives, these statements can be understood as an assertion about sound symbolism, i.e., systematic connections between sounds and meanings. Inspired by these writers, this article reports on an experiment that tests a sound symbolic value of sibilants. The experiment is a case study situated within the Pokémonastics research paradigm, in which the researchers explore the sound symbolic patterns in natural languages using Pokémon names. The current experiment shows that when presented with pairs of a flying-type Pokémon character and a normal-type Pokémon character, Japanese speakers are more likely to associate the flying-type Pokémons with names that contain sibilants than those names that do not contain sibilants. As was pointed out by Socrates, the sound symbolic connection identified in the experiment is likely to be grounded in the articulatory properties of sibilants – the large amount of oral airflow that accompanies the production of sibilants. Various implications of the current experiment for the sound symbolism research are discussed throughout the article.

Approach and landing phases take less than 4% of total flight time of a typical flight, but 36% of fatal aircraft accidents occur during this phase. Gust disturbances creating uncertainties during this phase are primary contributors to many unstabilized, high and fast approaches leading to catastrophic ending. This study analyses the effects of gust and resulting responses affecting the handling and flying characteristics of an aircraft during landing. A pilot-in-the-loop flight simulation during landing with the effect of gust was developed using Boeing B747-100 aircraft to analyze the problem. Elevator and throttle inputs through a joystick were used as control inputs to allow the pilot-in-the-loop to control the aircraft glide-path and speed during landing. It was found that the aircraft flight path during the descent is not affected, if the frequency of the gust is higher than the natural frequency of the aircraft, but maintaining the flight glide path becomes difficult for lower frequencies. Likewise, the vertical gust has more prominent effect than the horizontal gust. In both cases, the aircraft susceptibility to gust disturbances increases the pilot workload causing more difficulties for a landing. [ABSTRACT FROM AUTHOR]

Sensing plays a vital role in enabling smart cities. The mobile surveillance of different sectors, the retransmission of radio signals, and package delivery are the main applications conducted by unmanned vehicles in smart cities. Multiple unmanned vehicles or miniaturized real-time flying machines with onboard sensors, whether land- or air-based, communicate with each other to form a flying sensor network. Almost all of these machines are battery-operated. Therefore, power preservation is an extremely important factor to be taken into consideration. This paper proposes a power-aware biologically inspired secure autonomous routing protocol (P-BIOSARP) that depends on enhanced ant colony optimization (eACO). eACO autonomously and securely routes the data packet, and the power awareness maintains the power consumption of the flying sensor network. The novel intelligent power-aware routing protocol was implemented in network simulator 2 to perform a number of experiments with different scenarios. The scenarios included varying numbers of total nodes and mobile nodes, different packet rates, mobile source nodes, multiple mobile routing nodes, and, on the side of security, the injection of malicious nodes. The proposed protocol is compared with BIOSARP, E-BIOSARP, and SRTLD in terms of energy consumption, the delivery ratio, and traffic overhead. The analysis shows that the P-BIOSARP remarkably reduces energy consumption compared to other well-known protocols implemented on real testbeds.

The affordance competition hypothesis is an ethologically inspired theory from cognitive neuroscience that provides an integrative neural account of continuous, real-time behavior, and will likely become increasingly relevant to the growing field of neuroergonomics. In the spirit of neuroergonomics in aviation, we designed a three-dimensional, first-person, continuous, and real-time fMRI task during which human subjects maneuvered a simulated airplane in pursuit of a target airplane along constantly changing headings. We introduce a pseudo-event-related, parametric fMRI analysis approach to begin testing the affordance competition hypothesis in neuroergonomic contexts, and attempt to identify regions of the brain that exhibit a linear metabolic relationship with the continuous variables of task performance and distance-from-target. In line with the affordance competition hypothesis, our results implicate the cooperation of the cerebellum, basal ganglia, and cortex in such a task, with greater involvement of the basal ganglia during good performance, and greater involvement of cortex and cerebellum during poor performance and when distance-from-target closes. We briefly review the somatic marker and dysmetria of thought hypotheses, in addition to the affordance competition hypothesis, to speculate on the intricacies of the cooperation of these brain regions in a task such as ours. In doing so, we demonstrate how the affordance competition hypothesis and other cognitive neuroscience theories are ready for testing in continuous, real-time tasks such as ours, and in other neuroergonomic settings more generally.

The affordance competition hypothesis is an ethologically inspired theory from cognitive neuroscience that provides an integrative neural account of continuous, real-time behavior, and will likely become increasingly relevant to the growing field of neuroergonomics. In the spirit of neuroergonomics in aviation, we designed a three-dimensional, first-person, continuous, and real-time fMRI task during which human subjects maneuvered a simulated airplane in pursuit of a target airplane along constantly changing headings. We introduce a pseudo-event-related, parametric fMRI analysis approach to begin testing the affordance competition hypothesis in neuroergonomic contexts, and attempt to identify regions of the brain that exhibit a linear metabolic relationship with the continuous variables of task performance and distance-from-target. In line with the affordance competition hypothesis, our results implicate the cooperation of the cerebellum, basal ganglia, and cortex in such a task, with greater involvement of the basal ganglia during good performance, and greater involvement of cortex and cerebellum during poor performance and when distance-from-target closes. We briefly review the somatic marker and dysmetria of thought hypotheses, in addition to the affordance competition hypothesis, to speculate on the intricacies of the cooperation of these brain regions in a task such as ours. In doing so, we demonstrate how the affordance competition hypothesis and other cognitive neuroscience theories are ready for testing in continuous, real-time tasks such as ours, and in other neuroergonomic settings more generally. [ABSTRACT FROM AUTHOR]

Air travel has grown steadily in the region of 5–6% every year since 1970 meaning that in the UK alone, around 750,000 people use flying as a means of transport every day. Disability rates are also increasing in the UK, with over 13 million people having at least one. Air travel for the mobility impaired has been relatively unexplored, but with increasing rates of disability and passenger numbers, it is crucial to know what the most severely disabled people think of the current process. This study used qualitative interviews of a semi-structured nature with eight wheelchair-using participants who were invited to discuss their experiences of air travel as well as offering opinions. Key findings showed notable issues when wheelchair users interact with the aircraft. The manual handling, the equipment used, seating, communication and accessing the toilet on the aircraft led to physical pain and discomfort and in turn emotional distress. Recommendations include developing consistency, further disability training and a review of the equipment involved.

High-speed videos were used to analyse whether and how adults of a winged species of scorpion fly (Mecoptera, Panorpa communis) jump and determine whether they use the same mechanism as that of the only other mecopteran known to jump, the wingless snow flea, Boreus hyemalis. Adult females are longer and heavier than males and have longer legs, but of the same relative proportions. The middle legs are 20% longer and the hind legs 60% longer than the front legs. A jump starts with the middle and hind legs in variable positions, but together, by depressing their coxo-trochanteral and extending their femoro-tibial joints, they accelerate the body in 16-19 ms to mean take-off velocities of 0.7-0.8 m s-1; performances in males and females were not significantly different. Depression of the wings accompanies these leg movements, but clipping them does not affect jump performance. Smooth transition to flapping flight occurs once airbornewith little loss of energy to body rotation. Ninety percent of the jumps analysed occurred without an observable stimulus; the remaining 10% were in response to a mechanical touch. The performance of these jumps was not significantly different. In its fastest jumps, a scorpion fly experiences an acceleration of 10 g, expends 23 µJ of energy and requires a power output less than 250 W kg-1 ofmuscle that can bemet by direct muscle contractions without invoking an indirect power amplification mechanism. The jumping mechanism is like that of snow fleas. [ABSTRACT FROM AUTHOR]

Lowering the growth in greenhouse gas emissions from air travel may be critical for avoiding dangerous levels of climate change, and yet some individuals perceive frequent air travel to be critical to their professional success. Using a sample of 705 travellers at the University of British Columbia, we investigated the influence of career stage, research productivity, field of expertise, and other variables on academic air travel and the associated emissions. This is the first time that research has evaluated the link between observed air travel and academic success. First, we compared air travel behaviour at different career stages and found that individuals at the start of their careers were responsible for fewer emissions from air travel than senior academics. Second, since career advancement may depend on an academic's ability to form partnerships and disseminate their research abroad, we investigated the relationship between air travel emissions and publicly available bibliometric measurements. We found no relationship between air travel emissions and metrics of academic productivity including hIa (h-index adjusted for academic age and discipline). There was, however, a relationship between emissions and salary that remains significant even when controlling for seniority. Finally, based on the premise that academics studying topics related to sustainability may have greater responsibility or motivation to reduce their emissions, we coded 165 researchers in our sample as either "Green" or "Not-green." We found no significant difference between Green and Not-green academics in total air travel emissions, or in the types of emissions that might be easiest to avoid. Taken together, this preliminary evidence suggests that there may be opportunities, especially for academics who study topics related to climate and sustainability, to reduce their emissions from air travel while maintaining productive careers. [ABSTRACT FROM AUTHOR]

Copyright of Journal of Engineering & Sustainable Development is the property of Republic of Iraq Ministry of Higher Education & Scientific Research (MOHESR) and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The purpose of the present survey was to review the important Non-pharmacologic treatments for fear of flying up to the present. This study is in the same way as some studies. Accordingly, some Non-pharmacologic treatments for fear of flying were assessed through this systematic review article. The general conclusion from the information provided by the former studies, shows that a growing number of treatment facilities offer treatment programs for fear of flying, including combined treatment, Hypnotherapy, EMDR, Relaxation, information Providing, Cognitive-behavioral treatment, cognitive therapy, exposure therapy, Computer-based exposure therapies, Implosion therapy, Flooding, Systematic desensitization and Psychodynamic therapy. Nevertheless, little is known about which specific method or element of treatment programs works best; In addition, Psychological therapy should be employed under unique circumstances and according to the needs of individuals rather than applying identical treatment packages to any case.

Low temperatures play an important role in arthropods because they affect both the individual and population development of all physiological and behavioural activities. Manipulation with low temperatures is a primary nonchemical pest control method. For stored product and food industry practitioners, a knowledge of pest thermal requirements, in particular threshold temperatures at which development and other activities of a particular pest species cease, is of crucial importance. This review presents summary data regarding the lower temperature thresholds of 121 species of stored product and food industry pests from six arthropod taxa (Acari, Coleoptera, Lepidoptera, Psocoptera, Diptera, and Blattodea). In particular, this review collected and summarized information regarding the lower development thresholds, lower population thresholds, lower acoustic or respiratory thresholds, lower walking and flying thresholds and lower trap capture thresholds for flying and walking arthropods. The average lower development threshold (LDT) differed among orders: the lowest was reported for Acari (6.8 °C) and Diptera (8.1 °C), followed by Lepidoptera (11.3 °C) and Psocoptera (13.8 °C), and the highest was reported for Coleoptera (14 °C) and Blattodea (15 °C). An exclusion-function was established showing the percentage of pest species (n = 112) that were developmentally suppressed (excluded) due to temperatures reaching the LDT in the range of decreasing temperatures from 25 °C to 0 °C. We scaled various temperature thresholds from the lowest to highest temperature as follows: the walking threshold, the trap capture threshold for walking insects, the lower development threshold, lower population threshold, lower flying threshold and the lower trap capture threshold for flying pests. Important pest species were identified for which information regarding the lower temperature threshold is missing, or for which the information is too variable and should be refined in future research.

Foraging behaviour is one of the distinctive behaviours of honey bees, Apis mellifera. This behaviour is the link between the honey bee colony and the ambient environment. Therefore, various in-colony and out-colony factors have an impact on this behaviour, and many studies have been employed to investigate these factors. Foraging behaviour is not advantageous only for the colony and for plant pollination but also has other benefits. In contrast, some disadvantages have also been discovered to be linked with foraging activity. Practically speaking, the control over this behaviour is very important to maximize colony products as well as to increase other agricultural benefits. This paper presents a review on foraging activity including; the regulation of foraging tasks, factors impacting this behaviour, foraging preference, variations between subspecies, monitoring methods as well as the possible methods for controlling this behaviour. As concluded from this review, more work needs to be performed in order to elucidate certain aspects of foraging behaviour.

High-speed video analyses of the natural behaviour of parasitoid wasps revealed three strategies used to launch the insects into the air. Which strategy is the most energy efficient? In Pteromalus puparum, 92% of take-offs by were propelled entirely by movements of the middle and hind legs, which were depressed at their coxotrochanteral and extended at their femoro-tibial joints. The front legs left the ground first, followed by the hind legs, so that the middle legs provided the final propulsion. Second, in other species of a similar mass, Cotesia glomerata and Leptopilina boulardi, all take-offs were propelled by a mean of 2.8 and 3.8 wingbeats, respectively, with little or no contribution from the legs. The first strategy resulted in take-off times that were four times shorter (5 versus 22.8 ms) and take-off velocities that were four times faster (0.8 versus 0.2 m s-1). Calculations from the kinematics indicate that propulsion by the legs was the most energy-efficient strategy, because more energy is put into propulsion of the body, whereas in take-off propelled by repetitive wing movements energy is lost to generating these movements and moving the air. In heavier species such as Netelia testacea and Amblyteles armatorius, take-off was propelled by the combined movements of the middle and hind legs and wingbeats. In A. armatorius, this resulted in the longest mean take-off time of 33.8 ms but an intermediate take-off velocity of 0.4 m s-1. In all three strategies the performance could be explained without invoking energy storage and power amplification mechanisms. [ABSTRACT FROM AUTHOR]

A great number of abandoned satellites and satellite constellations that cannot maintain their precise positions by orbital control are wandering in geostationary Earth orbits, and these represent significant collision risk with functioning satellites. Collision avoidance for a Coulomb satellite formation (CSF) is a major problem that remains to be solved. However, internal Coulomb forces cannot alter the inertial momentum of the CSF center of mass. Thus, collision avoidance cannot be implemented employing purely Coulomb-based control. In this paper, multi-mode Hall thrusters are proposed to supply CSF propulsion in collision avoidance. To avoid plume contamination between close-proximity satellites in a CSF, the low-thrust mode of the Hall thruster is initially employed to gradually transform a close-proximity CSF to a formation with an appropriate security distance between nearby satellites. The security distance is selected to avoid the impact of plume contamination while employing the high-thrust mode of the Hall thruster to maneuver the CSF around an obstacle. Both stages apply optimal control based on a linear quadratic regulator. Subsequently, a CSF may be reconfigured to its initial formation. Meanwhile, the satellites maintain their original charges throughout the entire process. Simulations are employed to verify the effectiveness of the proposed scheme. [ABSTRACT FROM AUTHOR]

Air travel has grown steadily in the region of 5–6% every year since 1970 meaning that in the UK alone, around 750,000 people use flying as a means of transport every day. Disability rates are also increasing in the UK, with over 13 million people having at least one. Air travel for the mobility impaired has been relatively unexplored, but with increasing rates of disability and passenger numbers, it is crucial to know what the most severely disabled people think of the current process. This study used qualitative interviews of a semi-structured nature with eight wheelchair-using participants who were invited to discuss their experiences of air travel as well as offering opinions. Key findings showed notable issues when wheelchair users interact with the aircraft. The manual handling, the equipment used, seating, communication and accessing the toilet on the aircraft led to physical pain and discomfort and in turn emotional distress. Recommendations include developing consistency, further disability training and a review of the equipment involved. [ABSTRACT FROM AUTHOR]

Twomain techniques have dominated the field of ecological energetics: the heart rate and doubly labelled water methods. Although well established, they are not without their weaknesses, namely expense, intrusivenessandlackof temporal resolution.Anewtechniquehas been developed using accelerometers; it uses the overall dynamic body acceleration (ODBA) of an animal as a calibrated proxy for energy expenditure. This method provides high-resolution data without the need for surgery. Significant relationships exist between the rate of oxygen consumption (VO2) and ODBA in controlled conditions across a number of taxa; however, it is not known whether ODBA represents a robust proxy forenergyexpenditure consistently inallnaturalbehaviours and there have been specific questions over its validity during diving, in diving endotherms. Here, we simultaneously deployed accelerometers and heart rate loggers in a wild population of European shags (Phalacrocorax aristotelis). Existing calibration relationships were then used to make behaviour-specific estimates of energy expenditure for each of these two techniques. Compared with heart rate-derived estimates, the ODBA method predicts energy expenditure well during flight and diving behaviour, but overestimates the cost of resting behaviour. We then combined these two datasets to generate a new calibration relationship between ODBA and VO2 that accounts for this by being informed by heart rate-derived estimates. Across behaviours we found a good relationship between ODBA and VO2. Within individual behaviours, we found useable relationships between ODBA and VO2 for flight and resting, and a poor relationship during diving. The error associated with these new calibration relationships mostly originates from the previous heart rate calibration rather than the error associated with the ODBA method. The equations provide tools for understanding how energy constrains ecology across the complex behaviour of free-living diving birds. [ABSTRACT FROM AUTHOR]

The order Hemiptera includes jumping insects with the fastest takeoff velocities, all generated by catapult mechanisms. It also contains the large family Miridae or plant bugs. Here, we analysed the jumping strategies and mechanisms of six mirid species from high-speed videos and from the anatomy of their propulsive legs, and conclude that they use a different mechanism in which jumps are powered by the direct contractions of muscles. Three strategies were identified. First, jumping was propelled only by movements of the middle and hind legs, which were, respectively, 140% and 190% longer than the front legs. In three species with masses ranging from 3.4 to 12.2 mg, depression of the coxo-trochanteral and extension of femoro-tibial joints accelerated the body in 8-17 ms to take-off velocities of 0.5-0.8 m s-1. The middle legs lost ground contact 5-6 ms before take-off so that the hind legs generated the final propulsion. The power requirements could be met by the direct muscle contractions so that catapult mechanisms were not implicated. Second, other species combined the same leg movements with wing beating to generate take-off during a wing downstroke. Third, up to four wingbeat cycles preceded take-off and were not assisted by leg movements. Take-off velocities were reduced and acceleration times lengthened. Other species from the same habitat did not jump. The lower take-off velocities achieved by powering jumping by direct muscle contractions may be offset by eliminating the time taken to load catapult mechanisms. [ABSTRACT FROM AUTHOR]

This paper seeks to trace the genealogy between two different terms of 'atmosphere'. On the one hand, the term is primarily understood as a meteorological phenomenon. On the other hand, the word 'atmosphere' has found its way into the field of aesthetics, as the spatial diffusion of a certain mood. But, as Tim Ignold remarks, current aesthetic approach to atmosphere is mostly all about sensory experience, with no mention of meteorology at all. Similar to this exclusion, current attitudes to climate change often reduce nature-culture relations to a merely technical concern. The purpose of this paper is to permeate these two divergent positions through three different architectural concepts. The first one - Flying refers to Derek McCormack's theoretical concept of balloon flight, combining the imaginative force of flying with balloon's technical ability to enable this desire. This position is further reviewed through balloon-like architecture of 1960s, as in its contemporary revival. The second concept - Sensitivity starts from the premise that our imaginative and perceptual activities are forced - not in the static beauty of ideal weather conditions, but in their constant oscillation and contingency. This state is elaborated in the work of architect Philippe Rahm. Finally, the third concept Breathing is a critical response to a meteorological idealization, which is manifested in technical perfection of Le Corbusier's exact air. As opposed to such intellectual air control, postmodern approach explores imaginative force of an anti air - dust, pollution, fog. [ABSTRACT FROM AUTHOR]

Introduction "When can I fly after my hip or knee replacement?" is a question frequently encountered by surgeons. Both air travel and arthroplasty increase the risk of venous thromboembolism (VTE); however, few studies examine the risk of air travel following arthroplasty. This study aimed to review the advice given to patients by surgeons, airlines, and insurance providers about flying after arthroplasty. We also review the current literature and available guidelines. Materials and methods A survey was sent to consultants with a special interest in hip or knee arthroplasty at 14 hospital trusts in the United Kingdom (UK) asking how long they would advise patients to avoid flying after surgery. We contacted all UK commercial airlines asking if they imposed any limitations on flying after arthroplasty. We contacted 15 UK insurance providers to determine whether they would provide insurance coverage following arthroplasty. Results A total of 110 knee surgeons and 105 hip surgeons were contacted. The response rate was 42% for hip surgeons and 44% for knee surgeons. Advised time to avoid flying varied widely from 14 to 180 days. A total of 22 airlines were contacted, and the response rate was 63% (n=14). Five airlines would not allow passengers to fly following arthroplasty and seven airlines required certification from a doctor. Fifteen insurance providers were contacted and the response rate was 73% (n=11). Seven insurance providers had restrictions on providing cover to passengers after arthroplasty. Conclusion Advice given to patients by surgeons, airlines, and insurance providers about flying following arthroplasty varies greatly. There is an absence of evidence-based guidelines to inform such advice. Further study is required to provide the evidence on which to base such advice. Therefore, we recommend that surgeons exercise caution when providing advice to patients., Competing Interests: The authors have declared that no competing interests exist., (Copyright © 2023, Oputa et al.)

Introduction: The environmental impact of on-site conferences, with air travel as the primary contributor to greenhouse gas emissions, has prompted a surge in research in recent years. The objective of this report is to raise awareness and stimulate transformation in the organisation of meetings of the European Health Psychology Society (EHPS).Methods: We conducted estimations of travel-related CO2eq emissions of EHPS conferences in 2019, 2022, and 2023, and performed projections for 2024 and 2025. Additionally, we developed hypothetical scenarios for selected European cities as centroids for future conferences.Results: EHPS conferences with an online option result in significant reductions in CO2eq emissions when compared to on-site only conferences. The selected European locations of these conferences enable more delegates to choose alternative forms of transportation instead of flying, such as trains, cars or buses, and consequently lead to significantly lower CO2eq emissions.Discussion: The principal avenues for curbing travel-related emissions while maintaining on-site attendance are the provision of hybrid conferences with enhanced online participation and the optimisation of venue locations.

The insatiable needs of man necessitated his movement from one place to another and one major means by which he has been doing this is by flying in the aeroplane. The article traces the history of civil aviation in South Africa, exploring the various phases of development which the industry has gone through. It concludes that the aviation industry is indispensable to the development of tourism in South Africa and should therefore be given the proper attention it deserves.

Many structures such as bridges, buildings, tunnels and dams had been constructed during the high economic growth period in Japan. The deterioration of these structures has become a big social problem. The maintenance method which finds the minor damages on the structures is important for the life extension of many structures before the progress of deterioration advances. When the inspections become frequent, the huge cost is needed. Robots are said to be useful for the management and maintenance of many old structures because the conventional method will intensify the strains on economy. In this study, we have created a flying robot HORNET with tilt-rotors and two wheels. HORNET can move on a vertical wall keeping a constant distance between the robot and a wall. Then, it is very easy and safe to control the robot manually. In addition, the electric power consumption of HORNET can be smaller than hovering robot like drones because HORNET can hang on wall with claws of the wheels. We have examined the effects of the state of wall surface and the tilt angle of rotor surface on the electric power consumption of HORNET. According to the experimental results, it has been confirmed that the electric power consumption is reduced when the state of wall surface is rougher and the tilt angle of rotors is more parallel to the ground. It is possible to become a practicable wall inspection robot by adding the improvement to HORNET.

The special physical preparation as component of educational-battle to activity of students in the period of flying preparation and its influence on a capacity and safety of flights is shown. A role and value of raid of clock, special physical preparation of students of flying composition in accordance with the specific of military-professional and educational activity is considered. Facilities of the special physical preparation are presented: gymnastics, swimming, ski preparation, track-and-field, special trainings shells. The elements of the system of preparation of students of flying specialities are certain. Components, elements and factors of the special physical preparation in the period of flying preparation of students of different courses, step-up their physical and psychological preparedness are considered. Attention on providing of terms of safety of flights is accented.

Objective: Recommendations for air travel after stapes surgery, specifically stapes surgery, vary, with no standard recommendation to guide patients and surgeons. According to our search, no previous article has explored the physics of middle ear changes during flight and its effects on poststapedectomy patients in a systematic way. The aim of this study is to bring together 2 arms of expertise, otology, and aviation, to produce an evidence-based recommendation for flight after stapes surgery., Data Sources: The database MEDLINE was searched during August 2022. The search strategy had the goal of identifying studies that discovered the effects of flying on stapes surgery patients and the effects of atmospheric pressure on middle ear structures., Review Methods: The articles yielded from the search strategy were transferred to the online citation manager Rayyan. Included in the review were those studies reporting patient outcomes after flying following ear surgery; additional studies included those reporting pressure changes in the middle ear and ossicular chain displacement whether in experimental or animal conditions., Conclusion: Modern-day commercial air travel is safe for patients who have undergone stapedotomy surgery, even very shortly after hospital discharge if they have to., Implications for Practice: If stapedotomy patients wish to fly after hospital discharge, otologists are to reassure them that it is safe to do so. Patients are to be reminded to perform a gentle Valsava maneuver about every 4 minutes during airplane descent., Competing Interests: None., (© 2023 The Authors. OTO Open published by Wiley Periodicals LLC on behalf of American Academy of Otolaryngology–Head and Neck Surgery Foundation.)

To understand the jumping mechanisms and strategies of adult caddis flies, leg morphology and movements were analysed in three species with mean masses of 3.9 to 38 mg. Two distinct jumping strategies were found. First (67% of 90 jumps), take-off was propelled solely by the middle and hind legs while the wings remained closed. Second (33% of jumps), the same leg movements were combined with wing movements before take-off. The hind legs were 70% and the middle legs were 50% longer than the front legs and represented 105% and 88%, respectively, of body length. Both hind and middle trochantera were depressed together, approximately 15 ms before take-off. The front legs apparently did not contribute to thrust in either strategy and were the first to be lifted fromthe ground. The hind legswere the next to lose contact, so that the middle legs alone provided the final thrust before take-off. Jumping performance did not differ significantly in the two jumping strategies or between species, in acceleration times (range of means for the three species 14.5-15.4 ms), take-off velocities (range 0.7-1 m s-1) and trajectory angles. A significant difference in jumps propelled only by the legswas the lower angle (9.3± 1.9 deg) of the body relative to the horizontal at take-off compared with jumps involvingwingmovements (35.3±2.5 deg).Calculations fromthe kinematics indicated that jumps were produced by direct muscle contractions and did not require power amplification or energy storage. [ABSTRACT FROM AUTHOR]

To test whether jumping launches moths into the air, take-off by 58 species, ranging in mass from 0.1 to 220 mg, was captured in videos at 1000 frames s-1. Three strategies for jumping were identified. First, rapid movements of both middle and hind legs provided propulsion while the wings remained closed. Second, middle and hind legs again provided propulsion but the wings now opened and flapped after take-off. Third, wing and leg movements both began before take-off and led to an earlier transition to powered flight. The middle and hind legs were of similar lengths and were between 10 and 130% longer than the front legs. The rapid depression of the trochantera and extension of the middle tibiae began some 3 ms before similar movements of the hind legs, but their tarsi lost contact with the ground before take-off. Acceleration times ranged from 10 ms in the lightest moths to 25 ms in the heaviest ones. Peak take-off velocities varied from 0.6 to 0.9 m s-1 in all moths, with the fastest jump achieving a velocity of 1.2 m s-1. The energy required to generate the fastest jumps was 1.1 pJ in lighter moths but rose to 62.1 µJ in heavier ones. Mean accelerations ranged from 26 to 90 m s-2 and a maximum force of 9 g was experienced. The highest power output was within the capability of normal muscle so that jumps were powered by direct contractions of muscles without catapult mechanisms or energy storage. [ABSTRACT FROM AUTHOR]