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Aviation in sentence

140 examples of Aviation in a sentence

The integration of the two high-tech aviation and avionics leaders had looked like an EU-inspired blueprint for industrial success.
One of the most powerful arguments for the EADS-BAE marriage had been the expectation of industry analysts that within 20 years China will challenge Airbus and Boeing in the global aviation market, while also creating a powerful new defense industry.
Russia has the know-how, skilled engineering, and natural-resource base to become a global competitor in a range of major high-tech industries, including nuclear energy, commercial aviation, commercial space technology (including satellites and GPS), ICT hardware and software, electric vehicles, high-speed rail, petrochemicals, and heavy equipment for the mining and hydrocarbon sectors.
In particular, the Trump administration takes issue with the Made in China 2025 strategy, introduced by China’s State Council in 2015 with the aim of boosting ten strategic industries, including advanced information technology, automated machine tools and robotics, aviation and spaceflight equipment, and electric vehicles.
This time, Armenia’s chief of civil aviation had sued me.
Later, after his dismissal from his post, that same civil aviation chief confessed that Armenian President Robert Kocharyan had advised him to file his lawsuit.
But the American aviation giant Boeing challenged the sale, alleging that, enabled by subsidies at home, Bombardier was selling the jets at below-market rates, giving the company an unfair advantage.
This is where the Boeing 777-200 is likely to have run out of fuel and crashed, according to the analysis by the UK company Inmarsat and British aviation experts of hourly signals sent automatically from the aircraft to Inmarsat’s orbiting space vehicle.
But, while political leaders have been loaded for bear when it comes to many industries, they have thus far been unable or unwilling to take aim at the impact of aviation.
Little has been done to make the aviation industry pay for its negative effect on the environment.
The meeting’s focus was its participants’ opposition to the European Emissions Trading Scheme (ETS), which, as of January 1, now includes aviation.
The European Union has been trying since 1997 to achieve a global agreement on aviation emissions through the International Civil Aviation Organization (ICAO).
In fact, limiting aviation emissions would cost the rich, but benefit the poor.
A well-structured global aviation contract could generate a significant amount of finance for climate-change measures in developing countries.
When the United Nations Secretary-General’s advisory group investigated how to raise money to pay for climate-change mitigation and adaptation in developing countries, its members singled out instruments that address international aviation and shipping emissions as one of the most productive methods.
The EU should urgently meet with developing countries and reach an agreement on how to direct a share of ETS revenue, including from aviation, towards raising the necessary finance.
The EU scheme is not perfect, but it has proven very useful in forcing the ICAO to acknowledge the importance of aviation emissions.
Hydrogen or biofuels will probably be needed to power those applications – particularly aviation – that require high energy-to-weight ratios.
It can remain engaged on cooperation agreements affecting aviation, trade, academic exchanges, transport, infrastructure, tourism, and agriculture and rural development.
The world has hundreds of treaties, institutions, and regimes for governing interstate behavior involving telecommunications, civil aviation, ocean dumping, trade, and even the proliferation of nuclear weapons.
To deploy this technology, which is based on American research but piloted in-country, Zipline signed agreements with the aviation authority and the ministry of health, among others, and a public-private partnership was set up to fund the program.
This has long been the case: Railroad networks, aviation, automobiles, semiconductors, satellites, GPS, hydraulic fracturing, nuclear power, genomics, and the Internet would not exist but for such partnerships (typically, but not only, starting with the military).
A carbon tax on international shipping and aviation set at the same level (or auction revenues from emissions caps, if that pricing route is followed) could generate $10 billion annually for international climate action from just 25-50% of the revenues, even after ensuring that costs borne by developing countries are covered.
Third, we must switch from fossil fuels to electricity (or hydrogen produced by zero-carbon electricity) or in some cases (such as aviation) to advanced biofuels.
This requires more funding, which should come from the main beneficiary of drug sales – the pharmaceutical industry – just as oversight of aviation safety is funded by the airlines.
Road transport and aviation, which currently rely almost entirely on liquid fossil fuels, account for 30% of total energy consumption.
Fortunately, now is the perfect time to decouple aviation emissions from air-travel growth.
The new ICAO framework aims for “carbon-neutral growth” in international aviation from 2020 onward, and has as its centerpiece a global market-based measure (GMBM) to help airlines affordably cap their net emissions at 2020 levels.
Developed countries have already offered to help implement the GMBM, which, it is hoped, will pave the way for investments in emerging economies that are becoming new aviation powerhouses.
In the end, after test flights with no passengers aboard had shown no engine damage, and aircraft engine manufacturers told aviation authorities that their engines could operate safely with a low level of ash in the atmosphere, Europe’s skies were reopened.
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