Compressed Air, Wooden Clappers, and Other Non-Traditional Methods for Dispersing European Starlings from an Urban Roost

During autumn 2003, several thousand European starlings (Sturnus vulgaris) began roosting on exposed I-beams in a newly constructed, decorative glass canopy that covered the passenger pick-up area at the terminal building for Cleveland Hopkins International Airport, Ohio. The use of lethal control or conventional dispersal techniques, such as pyrotechnics and fire hoses, were not feasible in the airport terminal area. The design and aesthetics of the structure precluded the use of netting and other exclusion materials. In January 2004, an attempt was made to disperse the birds using recorded predator and distress calls broadcast from speakers installed in the structure. This technique failed to disperse the birds. In February 2004, we developed a technique using compressed air to physically and audibly harass the birds. We used a trailer-mounted commercial air compressor producing 185 cubic feet per minute of air at 100 pounds per square inch pressure and a 20-foot long, 1-inch diameter PVC pipe attached to the outlet hose. One person slowly (< 5 mph) drove a pick-up truck through the airport terminal at dusk while the second person sat on a bench in the truck bed and directed the compressed air from the pipe into the canopy to harass starlings attempting to enter the roost site. After 5 consecutive nights of compressed-air harassment, virtually no starlings attempted to roost in the canopy. Once familiar with the physical effects of the compressed air, the birds dispersed at the sound of the air. Only occasional harassment at dusk was needed through the remainder of the winter to keep the canopy free of starlings. Similar harassment with the compressor was conducted successfully in autumn 2004 with the addition of a modified leaf blower, wooden clappers, and laser. In conclusion, we found compressed air to be a safe, unobtrusive, and effective method for dispersing starlings from an urban roost site. This technique would likely be applicable for other urban-roosting species such as crows, house sparrows, and blackbirds.

Analisi e valutazione delle performance acustiche degli aeromobili nella fase di atterraggio

Nella tesi si analizzano le principali fonti del rumore aeronautico, lo stato dell'arte dal punto di vista normativo, tecnologico e procedurale. Si analizza lo stato dell'arte anche riguardo alla classificazione degli aeromobili, proponendo un nuovo indice prestazionale in alternativa a quello indicato dalla metodologia di certificazione (AC36-ICAO) Allo scopo di diminuire l'impatto acustico degli aeromobili in fase di atterraggio, si analizzano col programma INM i benefici di procedure CDA a 3° rispetto alle procedure tradizionali e, di seguito di procedure CDA ad angoli maggiori in termini di riduzione di lunghezza e di area delle isofoniche SEL85, SEL80 e SEL75.

Plume-top altitude time-series during May 2011 volcanic eruption of Grímsvötn, Iceland

Plume-top altitude time series of the volcanic plume during the eruption of Grímsvötn in Iceland 21-28 May 2011. The altitude was estimated from weather radar echo top data from two weather radars, Keflavik and Klaustur. Keflavik radar is a fixed position C-band weather radar close to Keflavik International Airport, at 64°01.583'N, 22°38.150'W. The height of the antenna is 47 m a.s.l. and the distance to Grímsvötn volcano is 257 km. Klaustur radar is a mobile X-band weather radar located close to Kirkjubaejarklaustur, at 63°46.500'N, 17°57.817'W. The height of the antenna is also 47 m a.s.l. and the distance to Grímsvötn volcano is 75 km.

Plume-top altitude time-series during 2010 volcanic eruption of Eyjafjallajökull

The eruption of Eyjafjallajökull volcano in 2010 lasted for 39 days, 14 April-23 May. The eruption had two explosive phases separated by a phase with lava formation and reduced explosive activity. The height of the plume was monitored every 5 min with a C-band weather radar located in Keflavík International Airport, 155 km distance from the volcano. Furthermore, several web cameras were mounted with a view of the volcano, and their images saved every five seconds. Time series of the plume-top altitude were constructed from the radar observations and images from a web camera located in the village Hvolsvöllur at 34 km distance from the volcano. This paper presents the independent radar and web camera time series and performs cross validation.

Alta velocidad ferroviaria en California(USA): tercera parte (III) Fresno-Los Ángeles-San Diego = High speed railway in California(USA): third part (III) Fresno-Los Ángeles-San Diego

Implantación de la Red de Alta velocidad Ferroviaria en California. Tramo Fresno-Los Angeles-San Diego. Este artículo, tercera parte de la serie que describe la red de Alta Velocidad Ferroviaria de California (CHSRS), se ocupa de la línea Fresno-Los Angeles Airport-San Diego Airport, con el trazado propuesto en la Alternativa Missions Trail del Proyecto FARWEST, caracterizada por el paso directo de las montañas de Tehachapi, mediante dos grandes túneles de 27,5 Km (17 mile) y 25,6 Km (15,9 mile) de longitud. También por el emplazamiento de la estación terminal de Los Angeles, junto al Aeropuerto Internacional de Los Angeles y la sustitución de la circunvalación ferroviaria de la aglomeración urbana de Los Angeles, a través de Inland Empire, por el ramal Anaheim-Riverside, que da acceso a esa región, y que es cabecera de la futura Dessert Express a Las Vegas. The third of a series describing the California High Speed Railway (CHSRS), this article refers to the Fresno-Los Angeles Airport-San Diego Airport line, with the alignment as proposed in the Missions Trail Alternative of the FARWEST Project, characterized by the direct Tehachapi mountain pass through two large tunnels 27.5 Km (17 miles) and 25.6 Km (15.9 miles) long and also to the siting of the Los Angeles terminal station next to the Los Angeles International Airport and the replacement of the Los Angeles urban conglomeration railway by-pass through Inland Empire, by the Anaheim-Riverside branch providing access to that region and which is the head of the future Desert Express to Las Vegas.

Surveillance Studies and the Surveilled Subject

Surveillance studies has been somewhat inattentive to the perspective of the surveilled subject. It is the functioning of the surveillance apparatus, not the relatively inconsequential subject, which has tended to frame the focus of surveillance inquiries; leaving understandings of surveilled subjects’ experiences relatively limited. This research addresses this gap in the literature, exploring ways in which surveillance studies might understand the surveilled subject with greater consistency. Participants (N=47) shared their encounters with and perceptions of surveillance in a specific (Pearson International Airport) and general (everyday life) context through semi-structured interviews. The findings suggest that surveilled subjects’ encounters can be understood with some consistency – characterized by consistent criteria across subjects and contexts, and through a consistent theoretical framework across subjects in a specific context. However, consistency should not be confused with uniformity; encounters with surveillance must also be recognized for the extent to which they are nuanced and situated. For example, as this study also highlights, participants’ perceptions of encounters with surveillance at Pearson International Airport were differentially distributed in relation to identity characteristics (particularly minority status).

Driver's enhanced vision systems (DEVS). Final report.

Federal Aviation Administration, Atlantic City International Airport, N.J.

Crashworthiness analysis of commuter aircraft seats.

Federal Aviation Administration, Atlantic City International Airport, N.J.

The Pilot-Vehicle Interface. Final report.

Federal Aviation Administration, Atlantic City International Airport, N.J.

Aircraft accident report : collision with trees and crash short of the runway, Corporate Airlines flight 5966, BAE systems BAE-J3201, N875JX, Kirksville, Missouri, October 19, 2004 /

On October 19, 2004, about 1937 central daylight time, Corporate Airlines (doing business as American Connection) flight 5966, a BAE Systems BAE-J3201, N875JX, struck trees on final approach and crashed short of runway 36 at the Kirksville Regional Airport (IRK), Kirksville, Missouri. The flight was operating under the provisions of 14 Code of Federal Regulations Part 121 as a scheduled passenger flight from Lambert-St. Louis International Airport, in St. Louis, Missouri, to IRK. The captain, first officer, and 11 of the 13 passengers were fatally injured, and 2 passengers received serious injuries. The airplane was destroyed by impact and a post impact fire. Night instrument meteorological conditions (IMC) prevailed at the time of the accident, and the flight operated on an instrument flight rules flight plan. The National Transportation Safety Board determines that the probable cause of the accident was the pilots' failure to follow established procedures and properly conduct a nonprecision instrument approach at night in IMC, including their descent below the minimum descent altitude (MDA) before required visual cues were available (which continued unmoderated until the airplane struck the trees) and their failure to adhere to the established division of duties between the flying and nonflying (monitoring) pilot. Contributing to the accident was the pilots' failure to make standard callouts and the current Federal Aviation Regulations that allow pilots to descend below the MDA into a region in which safe obstacle clearance is not assured based upon seeing only the airport approach lights. The pilots' unprofessional behavior during the flight and their fatigue likely contributed to their degraded performance. The safety issues in this report focus on operational and human factors issues, including the pilots' professionalism and sterile cockpit procedures, nonprecision instrument approach procedures, flight and duty time regulations, fatigue, and flight data/image recorder requirements.

Aircraft accident report : crash of Pinnacle Airlines flight 3701, Bombardier CL-600-2B19, N8396A, Jefferson City, Missouri, October 14, 2004 /

On October 14, 2004, about 2215:06 central daylight time, Pinnacle Airlines flight 3701 (doing business as Northwest Airlink), a Bombardier CL-600-2B19, N8396A, crashed into a residential area about 2.5 miles south of Jefferson City Memorial Airport, Jefferson City, Missouri. The airplane was on a repositioning flight from Little Rock National Airport, Little Rock, Arkansas, to Minneapolis-St. Paul International Airport, Minneapolis, Minnesota. During the flight, both engines flamed out after a pilot-induced aerodynamic stall and were unable to be restarted. The captain and the first officer were killed, and the airplane was destroyed. No one on the ground was injured. The flight was operating under the provisions of 14 Code of Federal Regulations Part 91 on an instrument flight rules flight plan. Visual meteorological conditions prevailed at the time of the accident. The National Transportation Safety Board determines that the probable causes of this accident were (1) the pilots' unprofessional behavior, deviation from standard operating procedures, and poor airmanship, which resulted in an in-flight emergency from which they were unable to recover, in part because of the pilots' inadequate training; (2) the pilots' failure to prepare for an emergency landing in a timely manner, including communicating with air traffic controllers immediately after the emergency about the loss of both engines and the availability of landing sites; and (3) the pilots' improper management of the double engine failure checklist, which allowed the engine cores to stop rotating and resulted in the core lock engine condition. Contributing to this accident were (1) the core lock engine condition, which prevented at least one engine from being restarted, and (2) the airplane flight manuals that did not communicate to pilots the importance of maintaining a minimum airspeed to keep the engine cores rotating.

Math 412 - Topology with Applications

Highlights of Data Expedition: • Students explored daily observations of local climate data spanning the past 35 years. • Topological Data Analysis, or TDA for short, provides cutting-edge tools for studying the geometry of data in arbitrarily high dimensions. • Using TDA tools, students discovered intrinsic dynamical features of the data and learned how to quantify periodic phenomenon in a time-series. • Since nature invariably produces noisy data which rarely has exact periodicity, students also considered the theoretical basis of almost-periodicity and even invented and tested new mathematical definitions of almost-periodic functions. Summary The dataset we used for this data expedition comes from the Global Historical Climatology Network. “GHCN (Global Historical Climatology Network)-Daily is an integrated database of daily climate summaries from land surface stations across the globe.” Source: https://www.ncdc.noaa.gov/oa/climate/ghcn-daily/ We focused on the daily maximum and minimum temperatures from January 1, 1980 to April 1, 2015 collected from RDU International Airport. Through a guided series of exercises designed to be performed in Matlab, students explore these time-series, initially by direct visualization and basic statistical techniques. Then students are guided through a special sliding-window construction which transforms a time-series into a high-dimensional geometric curve. These high-dimensional curves can be visualized by projecting down to lower dimensions as in the figure below (Figure 1), however, our focus here was to use persistent homology to directly study the high-dimensional embedding. The shape of these curves has meaningful information but how one describes the “shape” of data depends on which scale the data is being considered. However, choosing the appropriate scale is rarely an obvious choice. Persistent homology overcomes this obstacle by allowing us to quantitatively study geometric features of the data across multiple-scales. Through this data expedition, students are introduced to numerically computing persistent homology using the rips collapse algorithm and interpreting the results. In the specific context of sliding-window constructions, 1-dimensional persistent homology can reveal the nature of periodic structure in the original data. I created a special technique to study how these high-dimensional sliding-window curves form loops in order to quantify the periodicity. Students are guided through this construction and learn how to visualize and interpret this information. Climate data is extremely complex (as anyone who has suffered from a bad weather prediction can attest) and numerous variables play a role in determining our daily weather and temperatures. This complexity coupled with imperfections of measuring devices results in very noisy data. This causes the annual seasonal periodicity to be far from exact. To this end, I have students explore existing theoretical notions of almost-periodicity and test it on the data. They find that some existing definitions are also inadequate in this context. Hence I challenged them to invent new mathematics by proposing and testing their own definition. These students rose to the challenge and suggested a number of creative definitions. While autocorrelation and spectral methods based on Fourier analysis are often used to explore periodicity, the construction here provides an alternative paradigm to quantify periodic structure in almost-periodic signals using tools from topological data analysis.

Cone penetration testing to assess slope stability in the 1979 Nice landslide area (Ligurian Margin, SE France)

In the landslide-prone area near the Nice international airport, southeastern France, an interdisciplinary approach is applied to develop realistic lithological/geometrical profiles and geotechnical/strength sub-seafloor models. Such models are indispensable for slope stability assessments using limit equilibrium or finite element methods. Regression analyses, based on the undrained shear strength (su) of intact gassy sediments are used to generate a sub-seafloor strength model based on 37 short dynamic and eight long static piezocone penetration tests, and laboratory experiments on one Calypso piston and 10 gravity cores. Significant strength variations were detected when comparing measurements from the shelf and the shelf break, with a significant drop in su to 5.5 kPa being interpreted as a weak zone at a depth between 6.5 and 8.5 m below seafloor (mbsf). Here, a 10% reduction of the in situ total unit weight compared to the surrounding sediments is found to coincide with coarse-grained layers that turn into a weak zone and detachment plane for former and present-day gravitational, retrogressive slide events, as seen in 2D chirp profiles. The combination of high-resolution chirp profiles and comprehensive geotechnical information allows us to compute enhanced 2D finite element slope stability analysis with undrained sediment response compared to previous 2D numerical and 3D limit equilibrium assessments. Those models suggest that significant portions (detachment planes at 20 m or even 55 mbsf) of the Quaternary delta and slope apron deposits may be mobilized. Given that factors of safety are equal or less than 1 when further considering the effect of free gas, a high risk for a landslide event of considerable size off Nice international airport is identified

A percepção do consumidor do valor da marca : O caso TAP Portugal

Neste trabalho de investigação pretende-se responder à questão: qual a importância da percepção do consumidor do valor da marca TAP PORTUGAL? Para atingir os objectivos da investigação realizou-se um estudo de caso, tendo-se elaborado entrevistas junto de responsáveis pela área do marketing da companhia aérea nacional e procedeu-se à recolha de informação (publicações TAP, ANA¬ AEROPORTOS, entre outras; e, aplicou-se um questionário junto dos passageiros TAP. PORTUGAL no Aeroporto Internacional de Lisboa) de modo a se poder estudar o caso aprofundadamente. Os resultados da investigação indicam que a análise da nova imagem TAP PORTUGAL por parte dos passageiros é, de um modo geral, muito positiva, estando alinhados com os objectivos definidos no rebranding levado a cabo em 2005. A presente investigação contribui para sistematizar e clarificar as percepções dos consumidores do valor da marca TAP PORTUGAL, bem como retirar algumas ilações comparativas sobre os objectivos propostos e implementados na operação de rebranding com as percepções que os seus clientes têm desta nova imagem, contribuindo para uma melhor estratégia de gestão da marca. ABSTRACT; The present research seeks to answer the question: What is the importance of consumers' perception for the brand equity of TAP PORTUGAL? To achieve the objectives of the research a case study of methodology was done, having prepared interviews with the responsible for the marketing area of the Portuguese Airline, and proceeded to gather information (TAP, ANA-AEROPORTOS publications, among others; and, have applied a questionnaire to the TAP PORTUGAL passengers who made the check-in in the International Airport of Lisbon) to make a profound study of the case. Research results indicate that the new image analysis of TAP PORTUGAL from passengers, is generally very positive, and aligned with the objectives outlined in rebranding carried out in 2005. This research contributes to systematize and clarify the consumer's perceptions for the brand equity of TAP PORTUGAL, and draw some comparative conclusions on the objectives proposed and implemented in the rebranding operation with the customers’ perception that have the new image, contributing to improve the brand management strategy. NOTA: contém Cd em mau estado (Ilegível).

Gestão territorial e geografia dos transportes : o processo de concessão do Aeroporto Internacional de Brasília

Dissertação (mestrado)—Universidade de Brasília, Departamento de Geografia, Programa de Pós-Graduação em Geografia, 2016.