La glucoamilasa (GA) es uno de los enzimas producidos en mayor cantidad por la industria biotecnológica. Se emplea en el procesado del almidón degradándolo y liberando residuos de glucosa al medio. Saccharomyces cerevisiae (var. diastaticus) posee genes denominados STA que codifican GAs (Yamashita et al 1987). Este enzima presenta una estructura atípica ya que posee un dominio N-terminal, rico en residuos de serina y treonina (STRD o "Ser and Thr rich-domain") ausente en las otras GAs fúngicas y carece de un dominio de unión al almidón o (SBD o "Starch Binding domain) presente en la mayoría enzimas. La ausencia de este dominio hace que la GA de S. cerevisiae sea ineficaz en la degradación de almidón insoluble, necesaria para el procesado de las formas de almidón utilizadas en la industria. La presente tesis doctoral tiene como objetivo el estudio de las propiedades estructurales y funcionales de la glucoamilasa codificada por el gen STA1 de Saccharomyces cerevisiae así como la modificación del enzima, utilizando técnicas de ingeniería de proteínas, para obtener variantes con propiedades mejoradas y con mayor eficiencia catalítica. La mejora de sus propiedades abre interesantes posibilidades en el desarrollo de nuevos procedimientos fermentativos que permitirían la transformación directa de almidón en etanol.Se han obtenido estirpes de S. cerevisiae, de laboratorio y de origen industrial, capaces de sobreproducir el enzima ya que la levadura produce glucoamilasa en baja proporción. La mejora en la producción ha permitido la caracterización bioquímica del enzima, en concreto, se han analizado sus propiedades fisico-químicas y catalíticas. Especialmente se han estudiado las propiedades derivadas de la extrema glicosilación que presenta esta proteína.Por otro lado, se ha caracterizado estructuralmente la GA de S. cerevisiae obteniendo y analizando modelos tridimensionales de los dominios que conforman el enzima. En base a los estudios de los modelos obtenidos se ha construido un enzima híbrido, por adición de un dominio SBD, para conferir al enzima de mayor afinidad por el substrato y en consecuencia mayor capacidad catalítica. Por último se han mejorado las propiedades intrínsecas del enzima, mediante técnicas de mutagénesis aleatoria obteniendo una estirpe de levadura que secreta una variante enzimática más eficaz. / The glucoamylases (GAs) are important enzymes in the biotechnological industry. They are widely used for processing starch to simple sugars and ethanol. Saccharomyces cerevisiae (var diastaticus) carries genes designated STA that encode secreted glucoamylase (Yamashita et al., 1987). These enzymes present an atypical structure with two well defined parts, an amino-terminal domain, rich in residues of serine and threonine and a carboxy-terminal domain that contains catalytic domain. These enzymes in yeast lack a starch binding domain (SBD) present in others fungi glucoamylases that represent an important shortcoming for the digestion of insoluble starch. In this doctoral thesis we have studied the structural and functional properties of the Saccharomyces STA1- encoded glucoamylase. Furthermore we have modificated the enzyme using directed evolution to obtain mutant variants with improved properties. The improvement of activity opens interesting possibilities for the development of new fermentatives procedures that would allow the direct transformation of starch in ethanol. We have obtained S. cerevisiae strains, of laboratory and industrial origin, capable of overproducing this enzyme. The improvement of the production has allowed the biochemical characterisation of the enzyme, focusing on the study of the properties derivated from the extreme glycosilation that the protein presents. On the other hand, S. cerevisiae GA has been characterized structurally, obtaining and analyzing three-dimensional models of the enzyme domains. This model allowed the construccion and analysis of an engineered version of S. cerevisiae GA, which contains the starch binding domain from Aspergillus niger. The resulting hybrid enzyme has substrate binding capability and hydrolyses insoluble starch. Last but not least, we have improved the catalytic efficiency of the enzyme using random mutagenesis and recombination in yeast. Thus, we have obtained a yeast strain that secretes a more effective enzymatic variant.

Diploma thesis topic deals with air transport of dangerous goods. In the beginning part it describes air cargo transportation itself as well as the main characteristics. Thesis introduces organizations involved in international transport of dangerous goods. Next part of diploma thesis reveals project analysis of air transportation of dangerous goods in respect of IATA Dangerous Goods regulations and procedures. Thesis also covers introduction to air transportation of dangerous goods in specific conditions of DHL Express Company.

Diss. Univ. Konstanz, 2008/2009.

The diploma thesis deals with the transport of dangerous goods in courier services. It is divided into three parts. The first part explains the term dangerous goods and its interpretation in different legal standards. In this part selected articles of the ADR Agreement and IATA DGR Regulations for road and air transport of dangerous goods are described. After the theoretical part the practical part begins, which deals with the practical aspects of transport of dangerous goods by selected courier companies and the service provided. This part also tries to identify the incidents which may happen during the transport of dangerous goods. The third part of the diploma thesis examines the transport possibilities of a particular shipment, vaccine of the fox against rabies produced by Bioveta, a.s. company. This part suggests two possible ways of transporting the vaccine, describes the necessary formalities to be followed and compares the price offers of the surveyed companies for this transport.

The aim of the diploma thesis is analysis of air and road transport of dangerous goods and subsequent comparison of IATA DGR conditions for the air transport of dangerous goods with ADR conditions for the transport of dangerous goods by road and their application on a particular business case. Another aim of the thesis is to carry out a price calculation of road and air transport of a sample lithium battery consignment, to evaluate both types of transport with regard to their price and time efficiency and to make the final recommendations regarding the choice of more efficient mode of transport.

The objective of the thesis was to focus on all the necessary requirements needed at first for establishing an airline company and then for establishing a regular air route. The thesis also contains a practical part - an analysis of Delta Air Lines company and her two already operated direct and regular air routes Prague - New York and Prague - Atlanta. The thesis has through the company focused on description of operating passenger air transportation from the point of view a network airliner. Part of the objective was to show the contemporary state of the air transportation branch and outlining its possible future development with regard to the chosen airline company.

There is much dialogue in the global aviation industry about Safety Management Systems (SMS) and how it should be integrated across all domains of the industry including aircraft design, production, flight operations, overhaul and maintenance, suppliers, service providers, airports, and so forth (Johnson, 2012). Regulators have made significant progress in recent years to implement ICAO’s SMS into airlines, albeit as a required or recommended practice. More recently the regulators are seeking to implement SMS into the aircraft manufacturing and aircraft maintenance domains. This research reviewed regulatory publications from multiple countries to assess the technical makeup of SMS, and understand what regulators are requiring, or recommending, and when. It was found that global regulators accept the ICAO published definition of SMS, but different regulators have varying approaches regarding implementation. However, they are consistent in initially targeting airlines for SMS implementation. SMS comments range from “The best thing since sliced bread” to “Worst thing since the creation of the FAA; I don’t need anyone telling me what’s safe when I already know it; waste of time and money”. This investigation experimented with field tests to connect the engineering, production and airline domains into one ICAO SMS model. Results indicate that because the different domains are risk-specific, the application of one safety risk management model to all domains is not viable. The SMS model applies to airlines because airlines’ primary risk is about operational safety. Aircraft production and maintenance is about production risk – therefore the risk model must be centric to process risk. Field test 3 tailored the ICAO SMS risk architecture to assess and mitigate process risk as applicable to the aircraft manufacturing and maintenance. Although the SMS architecture was usable, the content and focus was significantly adjusted to be production process-risk centric, to the point where the term “SMS’ was deemed out of place. The resulting model was therefore named Production Risk Management System (PRMS). Following the emergence of PRMS from field tests, this investigation reviewed industry, research and regulatory arguments for and against SMS in the airline industry, and correlated those arguments with the benefits and non-benefits of PRMS for the manufacturing and aircraft maintenance domains. The researcher advocates PRMS as a viable model that meets ICAO SMS-like architecture for aircraft production and maintenance. Methods were identified for developing and implementing PRMS, and for evaluating its ROI. If and when “SMS” is truly mandated in these domains, the researcher proposes PRMS as a viable model that should be considered. Furthermore, the researcher proposes that PRMS can be an effective production risk management system that can enhance the organization’s existing QMS, regardless of “SMS” regulations.

There is much dialogue in the global aviation industry about Safety Management Systems (SMS) and how it should be integrated across all domains of the industry including aircraft design, production, flight operations, overhaul and maintenance, suppliers, service providers, airports, and so forth (Johnson, 2012). Regulators have made significant progress in recent years to implement ICAO’s SMS into airlines, albeit as a required or recommended practice. More recently the regulators are seeking to implement SMS into the aircraft manufacturing and aircraft maintenance domains. This research reviewed regulatory publications from multiple countries to assess the technical makeup of SMS, and understand what regulators are requiring, or recommending, and when. It was found that global regulators accept the ICAO published definition of SMS, but different regulators have varying approaches regarding implementation. However, they are consistent in initially targeting airlines for SMS implementation. SMS comments range from “The best thing since sliced bread” to “Worst thing since the creation of the FAA; I don’t need anyone telling me what’s safe when I already know it; waste of time and money”. This investigation experimented with field tests to connect the engineering, production and airline domains into one ICAO SMS model. Results indicate that because the different domains are risk-specific, the application of one safety risk management model to all domains is not viable. The SMS model applies to airlines because airlines’ primary risk is about operational safety. Aircraft production and maintenance is about production risk – therefore the risk model must be centric to process risk. Field test 3 tailored the ICAO SMS risk architecture to assess and mitigate process risk as applicable to the aircraft manufacturing and maintenance. Although the SMS architecture was usable, the content and focus was significantly adjusted to be production process-risk centric, to the point where the term “SMS’ was deemed out of place. The resulting model was therefore named Production Risk Management System (PRMS). Following the emergence of PRMS from field tests, this investigation reviewed industry, research and regulatory arguments for and against SMS in the airline industry, and correlated those arguments with the benefits and non-benefits of PRMS for the manufacturing and aircraft maintenance domains. The researcher advocates PRMS as a viable model that meets ICAO SMS-like architecture for aircraft production and maintenance. Methods were identified for developing and implementing PRMS, and for evaluating its ROI. If and when “SMS” is truly mandated in these domains, the researcher proposes PRMS as a viable model that should be considered. Furthermore, the researcher proposes that PRMS can be an effective production risk management system that can enhance the organization’s existing QMS, regardless of “SMS” regulations.

The aim of the work is a general description of the effects on air traffic and aircraft. The first part of the work is devoted to a brief description of the development of individual technical parameters and performance of aircraft from the 1920s to the present with an assessment of the effects. The second part of the work is about the influence of current requirements and the third part is a general view of the future development of construction and technology for more economical and environmentally friendly air transport

The aim of the work is a general description of the effects on air traffic and aircraft. The first part of the work is devoted to a brief description of the development of individual technical parameters and performance of aircraft from the 1920s to the present with an assessment of the effects. The second part of the work is about the influence of current requirements and the third part is a general view of the future development of construction and technology for more economical and environmentally friendly air transport