In this work, the synthesis, characterization, and X-ray powder diffraction data for dichloridodioxido-[(4,7-dimethyl)-1,10-phenanthroline]molybdenum(VI) are reported. The crystal structure of this compound was solved from powder diffraction data using the simulated annealing method with a subsequent refinement using the Rietveld method. The dioxo-molybdenum (VI) complex C14H12Cl2MoN2O2 crystallizes in a monoclinic system with space group C2/c (N° 15) with refined unit-cell parameters a = 12.9495 (5) Å, b = 9.7752 (4) Å,c = 12.0069 (6) Å, β = 101.702 (3) °, unit-cell volume V = 1488.27 (11) Å3, and values of Z′ = 0.5 and Z = 4. The molecules are organized into chains diagonally along the a and c axis. Parallel polyhedra are observed along these axes formed by the interactions of Mo, Cl, O, and N atoms present in the coordination sphere. The crystalline packing of this dioxo-molybdenum (VI) complex is dominated by five intermolecular hydrogen bonds, two intramolecular hydrogen bonds, and the four interactions between the centroids (CgI⋯CgJ) of the aromatic rings. An analysis of the Hirshfeld surface revealed that the greatest contributions of the attractive forces are given by H⋯Cl/Cl⋯H, H⋯C/C⋯H, H⋯O/O⋯H, and H⋯H interactions.

Surface roughness is a critical factor affecting the performance of dental implants. One approach to influence this is through sandblasted, large grit, acid-etched (SLA) modification on pure titanium implant surfaces. In this study, SLA was performed on grade IV pure titanium. Sandblasting was conducted at distances of 2, 4, and 6 cm. Subsequently, the samples were etched with a mixed acid solution of HCl, H2SO4, and H2O for 0, 30, and 60 min. Surface roughness and X-ray diffraction (XRD) characterizations were conducted on the samples. The results revealed that surface roughness increased but was not too significant as the sandblasting distance decreased. Longer etching durations for sandblasted with acid-etched samples led to reduced surface roughness (Sa and Sz). It was found that a 60 min-etched sample resulted in optimal Sa, Sz, and Ssk values, i.e., 1.19 μm, 13.76 μm, and −0.60, respectively. The XRD texture was significantly influenced by sandblasting, with compressive residual stress increasing as the sandblasting distance decreased. Normal stress causes hill formations at shorter sandblasting distances. For etched samples, the residual stress decreased with longer etching durations. Normal stress-decreasing trend aligns with the initial reduction in hill and valley within the samples and subsequent hill enhancement at extended etching duration.

Abrupt changes in aircraft attitude due to encountering terrain turbulence or wind shear at low altitudes can directly lead to serious accidents. Therefore, a highly responsive and reliable active attitude stabiliser on board is necessary to counteract low-level severe atmospheric disturbances. However, gust environments caused by local terrain and structures are difficult to represent with typical models, such as the Dryden continuous gust model in free space. As a result, an optimal model-based control design cannot be applied. To address this problem, this paper introduces an adaptive mechanism for updating motion equations based on atmospheric conditions using in-flight surface pressure-field sensing. Additionally, a dynamic wind tunnel experiment system, which can be constructed at universities at a low cost, is developed and described in detail. The effectiveness of the proposed scheme is evaluated through wind tunnel experiments and numerical simulations using a large number of gust samples.

The unmanned aerial vehicle (UAV) system for composite vertical take-off and landing (VTOL) is a complex, highly coupled, and nonlinear system which is sensitive to external disturbances and model uncertainties. The composite VTOL UAV system consists of a multi-rotor section and a fixed-wing section. To improve observation accuracy, the compensation function observer (CFO) uses a new structure that includes velocity information. The CFO is utilised to estimate the uncertainty and the external disturbances of the system model, which performs superior estimation accuracy compared to the extended state observer (ESO). In the modeling process of the VTOL UAV, the aerodynamic moment is calculated by means of the cross-product operation of force and force arm, which solves the problem of over-reliance on aerodynamic parameters in the traditional modeling approach. The controlled object is refined by CFO, and model compensation control (MCC) is used to realise the velocity and attitude control of the composite VTOL. The numerical simulation of MATLAB/Simulink and hardware-in-loop simulation (HIL) of Rflysim were implemented, and which were used to compare the MCC, active disturbance rejection control (ADRC), and proportion integration differentiation (PID). The simulation results confirm the superiority of MCC in controlling composite VTOL UAVs in terms of anti-disturbance and tracking speed.

Shark vertebrae and their centra (vertebral bodies) are high-performance structures able to survive millions of cycles of high amplitude strain despite lacking a repair mechanism for accumulating damage. Shark centra consist of mineralized cartilage, a biocomposite of bioapatite (bAp), and collagen, and the nanocrystalline bAp's contribution to functionality remains largely uninvestigated. Using the multiple detector energy-dispersive diffraction (EDD) system at 6-BM-B, the Advanced Photon Source, and 3D tomographic sampling, the 3D functionality of entire centra were probed. Immersion in ethanol vs phosphate-buffered saline produces only small changes in bAp d-spacing within a great hammerhead centrum. EDD mapping under in situ loading was performed an entire blue shark centrum, and 3D maps of bAp strain showed the two structural zones of the centrum, the corpus calcareum and intermedialia, contained opposite-signed strains approaching 0.5%, and application of ~8% nominal strain did not alter these strain magnitudes and their spatial distribution.

With the rapid expansion of the aviation industry, an increasing number of Close Spaced Parallel Runway (CSPR) airports are either planning or constructing End Around Taxiways (EAT) to alleviate field operation pressures and enhance safety. Taking Shanghai Hongqiao Airport’s typical CSPR EAT configuration as a case study, this research integrates the airport’s current operational status with the anticipated requirements for future structural renovations and increased flight volumes. Various operational scenarios are established, and simulation research on optimising EAT operations is conducted in advance. The simulation study proceeds as follows: first, an AirTOP simulation model is constructed based on Hongqiao Airport’s actual operational construction. Subsequently, leveraging existing operational scenarios, five simulation scenarios are devised by activating EATs at the departure and approach ends of the eastern zone. The merits and drawbacks of these scenarios are thoroughly analysed. The findings indicate that, with escalating flight volumes, the utilisation of EAT for larger aircraft can curtail their holding duration by nearly 8 min, consequently reducing overall arrival holding duration by 6 min. Departures from gates proximate to T1 experience a 3-min reduction in holding duration through the adoption of EAT at the approach end. Despite an increase in taxi distance due to a higher proportion of aircraft taxiing around, the overall taxi time is diminished. Activating EATs at the departure and approach ends of the eastern zone effectively mitigates the adverse effects of heightened flight volumes on field operational efficiency.

The overall efficiency of a turbofan engine may be expressed as a function of the Mach number, flight level and one other parameter. This may be either the net thrust, the turbine entry temperature or the fuel flow rate. Using basic aero-thermodynamic principles, dimensional analysis, normalisation and curve fitting, five approximate and “near universal” relations have been identified for engines having bypass ratios between 1 and 13. These relations contain five independent characteristic engine parameters. When these parameters are known, the relations form the basis of an estimation method for engine overall efficiency that is simple, fast, open source, completely transparent and, as new information appears, capable of further refinement. Since the empirical relations presented in this analysis are valid for Mach numbers greater than 0.2, the method is applicable to all airborne phases of flight. For a given aircraft, if the flight trajectory is specified in sufficient detail for the variation of net thrust with Mach number and flight level to be determined, only three of the five relations, together with the value of engine overall efficiency at a single reference condition, are needed to estimate the overall efficiency at every point on the trajectory. Comparisons with the data used in this analysis suggest that the accuracy is better than ±5% in most cases. In the completely general case, two additional engine characteristic parameters, one a total temperature ratio and the other a Mach number, are introduced. If these are known, both engine overall efficiency and net thrust can be expressed as functions of Mach number, flight level and turbine entry temperature. This allows the method to be used for the estimation of operating limits in the various phases of flight and in simplified optimisation studies, e.g. finding the environmentally optimum flight trajectory.

In previous work, estimates of engine overall efficiency at the “design optimum” condition have been estimated for 53 aircraft and engine combinations. It is shown that the ‘design optimum’ condition is an appropriate choice for the engine reference condition. Updated and revised values for the relevant parameters for these 53 examples, together with estimates for the two additional engine characteristic parameters, are given in tabular form.

Bird strike accidents are critical threats for aviation safety especially in airport airspaces. Environment friendly solutions are preferred for wildlife managements to achieve harmonic coexistence between airports and surrounding environments. Avian radar systems are the most effective remote sensing approach for long-range and all-weather birds monitoring. Massive historical avian radar datasets and other data sources provide an opportunity to explore relevance between bird behaviour and environments. This paper proposes a bird behaviour characterisation and prediction method to reveal bird behaviour dependency with weather parameters. Bird behaviours are modelled as indices and grades from selected avian radar datasets. Weather dependence are studied from single parameter to multivariable parameters. The random forest model is selected as a behaviour grade prediction model taking four weather parameters as system inputs. Radar datasets for diurnal and nocturnal birds are constructed to validate their behaviour characters and prediction performance, respectively. Experiment results verify the feasibility of bird behaviour prediction using weather parameters, but also reflect some insufficiencies within the proposed method. Data sufficiency and severe weather considerations are also discussed to analyse their impact on prediction accuracy. A more comprehensive prediction model with standardised avian radar data quality and enhanced weather information accuracy is promising to further elevate the application significance of the proposed method.

The aviation industry has rapidly developed in recent years. Due to the increased number of flight operations, managing air traffic has become essential. The air traffic management system aims to reduce the air traffic control workload and use existing resources more efficiently. This study proposed a new mixed integer linear programming model to minimise the total fuel consumption during taxi operations for the runway assignment problem, comparing the actual Istanbul Airport runway assignment data. The average taxi times are calculated using the 30,000-flight operations data for each arrival and departure taxi route. Also, 47 different aircraft types are obtained using the data for the fuel consumption calculation. The International Civil. Aviation Organisation (IACO) aircraft engine emissions databank provides the fuel consumption values for each aircraft according to engine type. This approach allows our model to calculate more realistic fuel consumption for taxi operations, as each aircraft engine type has a different fuel consumption value. The proposed model is implemented at Istanbul Airport, the busiest airport in Turkey, where multiple parallel runway operations are applied. The results showed that the proposed model reduced total fuel consumption for taxi operations between 6.6% and 14.4% compared to the actual Istanbul Airport runway assignment data.