O domínio aeroespacial nas manifestações de poder : efeitos nas relações internacionais

O poder aeroespacial constitui factor crucial no estudo das transformações operadas nas relações internacionais, obrigando ao aprofundar e à redefinição conceptual da importância do poder aéreo e espacial na condução da política do Estado através da respectiva capacidade de prevenção do fenómeno guerra. Da planetização das comunicações em tempo real surgiu um sistema internacional único, materializado na ampliação dos instrumentos de coerção estratégica mundial de um poder aéreo de projecção global e na redução dimensional do conjunto espaço-tempo. O dinamismo das forças transnacionais torna premente o estudo científico e a adopção de novos conceitos que possam actualizar as limitadas teorias clássicas centradas no Estado. A geoeconomia obrigou ao actualizar das reinterpretações geoestratégicas e geopolíticas, face às guerras de novo tipo e ao perfilar de novos poderes, com a formulação de novos paradigmas, como a racionalpolitik, por os clássicos já não totalizarem o enquadramento conceptual da conjuntura. Implicando a reformulação de áreas fundamentais da Estratégia clássica, em consequência da consolidação das novas estratégias aéreas e espaciais ampliadas pelas nanotecnologias aeronáuticas, a transposição para o Espaço do poder aéreo materializa o poder aeroespacial como o instrumento político-militar mais poderoso ao serviço da supremacia das Potências nos complexos assuntos das relações internacionais.

2007-2026 Global market forecast : Airbus

The main drivers of tomorrow's traffic growth - Growing Middle East passenger and cargo hubs - Asia: a new economic paradigm in the making - LCCs in Asia growing in number and traffic share - Accelerating deregulation in Asia - Continuing high growth rate for domestic China and emerging China international outbound traffic.

Las condiciones de competencia en las principales rutas de aerolíneas nacionales e internacionales, y los mercados domésticos en cada país del Istmo Centroamericano

Incluye Bibliografía

The impact of biofuels for road traffic on air quality : a modelling approach

The selection of the energy source to power the transport sector is one of the main current concerns, not only relative with the energy paradigm but also due to the strong influence of road traffic in urban areas, which highly affects human exposure to air pollutants and human health and quality of life. Due to current important technical limitations of advanced energy sources for transportation purposes, biofuels are seen as an alternative way to power the world’s motor vehicles in a near-future, helping to reduce GHG emissions while at the same time stimulating rural development. Motivated by European strategies, Portugal, has been betting on biofuels to meet the Directive 2009/28/CE goals for road transports using biofuels, especially biodiesel, even though, there is unawareness regarding its impacts on air quality. In this sense, this work intends to clarify this issue by trying to answer the following question: can biodiesel use contribute to a better air quality over Portugal, particularly over urban areas? The first step of this work consisted on the characterization of the national biodiesel supply chain, which allows verifying that the biodiesel chain has problems of sustainability as it depends on raw materials importation, therefore not contributing to reduce the external energy dependence. Next, atmospheric pollutant emissions and air quality impacts associated to the biodiesel use on road transports were assessed, over Portugal and in particular over the Porto urban area, making use of the WRF-EURAD mesoscale numerical modelling system. For that, two emission scenarios were defined: a reference situation without biodiesel use and a scenario reflecting the use of a B20 fuel. Through the comparison of both scenarios, it was verified that the use of B20 fuels helps in controlling air pollution, promoting reductions on PM10, PM2.5, CO and total NMVOC concentrations. It was also verified that NO2 concentrations decrease over the mainland Portugal, but increase in the Porto urban area, as well as formaldehyde, acetaldehyde and acrolein emissions in the both case studies. However, the use of pure diesel is more injurious for human health due to its dominant VOC which have higher chronic hazard quotients and hazard indices when compared to B20.

La politique commune des transports aériens de l'Union européenne : compétence partagée ou occupation du terrain?

L’objet de ce travail vise à déterminer si le transport aérien en Europe relève d’une compétence partagée entre l’Union européenne (UE) et les États membres, ou s’il s’agit plutôt d’une occupation du terrain par l’UE dans cette matière ? Ainsi, nous verrons en quoi consiste le cadre règlementaire communautaire portant sur le transport aérien en Europe. Dans un premier temps, nous porterons notre attention sur des aspects généraux entourant l’aviation en Europe, comme par exemple la mise en place d’un marché unique de l’aviation ainsi que les ententes « ciel ouvert ». Puis, dans un second temps nous procéderons à l’analyse du cadre règlementaire spécifique portant sur des aspects tels que l’environnement, les droits des passagers aériens, la sécurité et la sûreté.

Freshwater and heat transports from global ocean synthesis

[1] An eddy-permitting ¼° global ocean reanalysis based on the Operational Met Office FOAM data assimilation system has been run for 1989–2010 forced by ERA-Interim meteorology. Freshwater and heat transports are compared with published estimates globally and in each basin, with special focus on the Atlantic. The meridional transports agree with observations within errors at most locations, but where eddies are active the transports by the mean flow are nearly always in better agreement than the total transports. Eddy transports are down gradient and are enhanced relative to a free run. They may oppose or reinforce mean transports and provide 40–50% of the total transport near midlatitude fronts, where eddies with time scales <1 month provide up to 15%. Basin-scale freshwater convergences are calculated with the Arctic/Atlantic, Indian, and Pacific oceans north of 32°S, all implying net evaporation of 0.33 ± 0.04 Sv, 0.65 ± 0.07 Sv, and 0.09 ± 0.04 Sv, respectively, within the uncertainty of observations in the Atlantic and Pacific. The Indian is more evaporative and the Southern Ocean has more precipitation (1.07 Sv). Air-sea fluxes are modified by assimilation influencing turbulent heat fluxes and evaporation. Generally, surface and assimilation fluxes together match the meridional transports, indicating that the reanalysis is close to a steady state. Atlantic overturning and gyre transports are assessed with overturning freshwater transports southward at all latitudes. At 26°N eddy transports are negligible, overturning transport is 0.67 ± 0.19 Sv southward and gyre transport is 0.44 ± 0.17 Sv northward, with divergence between 26°N and the Bering Strait of 0.13 ± 0.23 Sv over 2004–2010.

An assessment of air-sea heat fluxes from ocean and coupled reanalyses

Sixteen monthly air–sea heat flux products from global ocean/coupled reanalyses are compared over 1993–2009 as part of the Ocean Reanalysis Intercomparison Project (ORA-IP). Objectives include assessing the global heat closure, the consistency of temporal variability, comparison with other flux products, and documenting errors against in situ flux measurements at a number of OceanSITES moorings. The ensemble of 16 ORA-IP flux estimates has a global positive bias over 1993–2009 of 4.2 ± 1.1 W m−2. Residual heat gain (i.e., surface flux + assimilation increments) is reduced to a small positive imbalance (typically, +1–2 W m−2). This compensation between surface fluxes and assimilation increments is concentrated in the upper 100 m. Implied steady meridional heat transports also improve by including assimilation sources, except near the equator. The ensemble spread in surface heat fluxes is dominated by turbulent fluxes (>40 W m−2 over the western boundary currents). The mean seasonal cycle is highly consistent, with variability between products mostly <10 W m−2. The interannual variability has consistent signal-to-noise ratio (~2) throughout the equatorial Pacific, reflecting ENSO variability. Comparisons at tropical buoy sites (10°S–15°N) over 2007–2009 showed too little ocean heat gain (i.e., flux into the ocean) in ORA-IP (up to 1/3 smaller than buoy measurements) primarily due to latent heat flux errors in ORA-IP. Comparisons with the Stratus buoy (20°S, 85°W) over a longer period, 2001–2009, also show the ORA-IP ensemble has 16 W m−2 smaller net heat gain, nearly all of which is due to too much latent cooling caused by differences in surface winds imposed in ORA-IP.

Unmanned platform for long-range remote analysis of volatile compounds in air samples

This paper describes a long-range remotely controlled CE system built on an all-terrain vehicle. A four-stroke engine and a set of 12-V batteries were used to provide power to a series of subsystems that include drivers, communication, computers, and a capillary electrophoresis module. This dedicated instrument allows air sampling using a polypropylene porous tube, coupled to a flow system that transports the sample to the inlet of a fused-silica capillary. A hybrid approach was used for the construction of the analytical subsystem combining a conventional fused-silica capillary (used for separation) and a laser machined microfluidic block, made of PMMA. A solid-state cooling approach was also integrated in the CE module to enable controlling the temperature and therefore increasing the useful range of the robot. Although ultimately intended for detection of chemical warfare agents, the proposed system was used to analyze a series of volatile organic acids. As such, the system allowed the separation and detection of formic, acetic, and propionic acids with signal-to-noise ratios of 414, 150, and 115, respectively, after sampling by only 30 s and performing an electrokinetic injection during 2.0 s at 1.0 kV.

Air bells of water spiders are an extended phenotype modified in response to gas composition

The water spider Argyroneta aquatica (Clerck) is the only spider that spends its whole life under water. Water spiders keep an air bubble around their body for breathing and build under-water air bells, which they use for shelter and raising offspring, digesting and consuming prey, moulting, depositing eggs and sperm, and copulating. It is unclear whether these bells are an important oxygen reservoir for breathing under water, or whether they serve mainly to create water-free space for feeding and reproduction. In this study, we manipulated the composition of the gas inside the bell of female water spiders to test whether they monitor the quality of this gas, and replenish oxygen if required. We exchanged the entire gas in the bell either with pure O(2), pure CO(2), or with ambient air as control, and monitored behavioural responses. The test spiders surfaced and replenished air more often in the CO(2) treatment than in the O(2) treatment, and they increased bell building behaviour. In addition to active oxygen regulation, they monitored and adjusted the bells by adding silk. These results show that water spiders use the air bell as an oxygen reservoir, and that it functions as an external lung, which renders it essential for living under water permanently. A. aquatica is the only animal that collects, transports, and stores air, and monitors its property for breathing, which is an adaptive response of a terrestrial animal to the colonization of an aquatic habitat. J. Exp. Zool. 307A:549-555, 2007. (c) 2007 Wiley-Liss, Inc.

Controlled flight into terrain, Korean Air flight 801, Boeing 747-300, HL7468, Nimitz Hill, Guam, August 6, 1997 /

"DCA97MA058"--Cover.

Concorde air sampling program : intercalibrations and collaborative measurements /

Mode of access: Internet.

Public hearing on applications of Air France and British Airways to operate Concorde aircraft in limited commercial service to New York and Washington, Departmental Auditorium, 14th and Constitution Avenue, Washington, D.C., January 5, 1976.

"The hearing in the above-entitled matter convened at 9:30 o'clock a.m. before the Honorable William T. Coleman, Jr., Secretary of Transportation."