Unmanned aerial vehicles can collect high-resolution and real-time photos while emitting fewer greenhouse gases than ordinary airplanes and therefore are considered economic and environmentally friendly platforms. However, quantitative analyses of the sustainability of using unmanned aerial vehicles for aerial photography based on their performance and technical constraints compared to that of airplanes are lacking. The purpose of this study is to analyze the economically and environmentally appropriate monitoring coverage of unmanned aerial vehicle photogrammetry according to wing type (such as fixed-wing and rotary-wing types) and desired image resolution (such as 5 cm/pix and 20 cm/pix for the ground sample distance). To determine the sustainable monitoring coverage, the total photogrammetry costs must include the social cost to reduce the emitted greenhouse gases during operation, resulting in a feedback relation. As a result, the sustainable monitoring coverage of fixed-wing unmanned aerial vehicles should be less than 27.50 km² when the resolution is 5 cm/pix and 30.64 km² when the resolution is 20 cm/pix. Rotary-wing unmanned aerial vehicles are sustainable when their monitoring coverage is less than 23.98 km² at a resolution of 5 cm/pix and 26.75 km² at a resolution of 20 cm/pix. These results provide information on the number of unmanned aerial vehicles and the standing unmanned aerial vehicle deployment plans required to monitor the survey area.

In August 2009, a blowout of the Montara H1 well 260 km off the northwest coast of Australia resulted in the uncontrolled release of about 4.7 M L of light crude oil and gaseous hydrocarbons into the Timor Sea. Over the 74 day period of the spill, the oil remained offshore and did not result in shoreline incidents on the Australia mainland. At various times slicks were sighted over a 90,000 km² area, forming a layer of oil which was tracked by airplanes and satellites but the slicks typically remained within 35 km of the well head platform and were treated with 183,000 L of dispersants. The shelf area where the spill occurred is shallow (100–200 m) and includes off shore emergent reefs and cays and submerged banks and shoals. This study describes the increased inputs of oil to the system and assesses the environmental impact. Concentrations of hydrocarbon in the sediment at the time of survey were very low (total aromatic hydrocarbons (PAHs) ranged from 0.04 to 31 ng g⁻¹) and were orders of magnitude lower than concentrations at which biological effects would be expected.

The effects of underwater noise pollution on marine life are of increasing concern. Research and management have focussed on the strongest underwater sound sources. Aerial sound sources have understandably been ignored as sound transmits poorly across the air-water interface. However, there might be situations when air-borne noise cannot be dismissed. Commercial passenger airplanes were recorded in a coastal underwater soundscape exhibiting broadband received levels of 84–132 dB re 1 μPa rms. Power spectral density levels of airplane noise underwater exceeded ambient levels between 12 Hz and 2 or 10 kHz (depending on site) by up to 36 dB. Underwater noise from airplanes is expected to be audible to a variety of marine fauna, including seals, manatees, and dolphins. With many of the world's airports lying close to the coast, it is cautioned that airplane noise not be ignored, in particular in the case of at-risk species in small, confined habitats.

We assume that during flights the amount of waste that is produced is limited. However, daily, approximately 8000 commercial airplanes fly above Europe’s airspace while at the same time, more than 17,000 commercial flights exist in the entire world. Using primary data from airlines, which use the Larnaca’s International Airport (LIA) in Cyprus, we have tried to understand why wastes are produced during a typical flight such as food waste, paper, and plastics, as well as how passengers affect the production of those wastes. The compositional analysis took place on 27 flights of 4 different airlines which used LIA as final destination. The evaluation indicated that the passenger’s habits and ethics, and the policy of each airline produced different kinds of waste during the flights and especially food waste (FW). Furthermore, it was observed that the only waste management strategy that exists in place in the airport is the collection and the transportation of all those wastes from aircrafts and from the airport in the central unit for further treatment. Hence, this research indicated extremely difficulties to implement any specific waste minimization, or prevention practice or other sorting methods during the flights due to the limited time of the most flights (less than 3 h), the limited available space within the aircrafts, and the strictly safety roles that exist during the flights.

The use of pesticides in agricultural production originates residues in the environment where they are applied. Pesticide aerial application is a frequent source of exposure to pesticides by persons dedicated to agricultural practices and those living in neighboring communities of sprayed fields. The aim of the study was to assess the genotoxic effects of pesticides in workers occupationally exposed to these chemicals during their aerial application to agricultural fields of Sinaloa, Mexico. The study involved 30 pilots of airplanes used to apply pesticides via aerial application and 30 unexposed controls. Damage was evaluated through the micronucleus assay and by other nuclear abnormalities in epithelial cells of oral mucosa. The highest frequency ratios (FR) equal to 269.5 corresponded to binucleated cells followed by 54.2, corresponding to cells with pyknotic nuclei, 45.2 of cells with chromatin condensation, 3.7 of cells with broken-egg, 3.6 of cells with micronucleus, and 2.0 of karyolytic cells. Age, worked time, smoking, and alcohol consumption did not have significant influence on nuclear abnormalities in the pilots studied. Pesticide exposure was the main factor for nuclear abnormality results and DNA damage. Marked genotoxic damage was developed even in younger pilots with 2 years of short working period, caused by their daily occupational exposure to pesticides.