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.

Unmanned aerial vehicles (UAVs), which are available in our lives in many areas today, bring with them new expectations and needs along with developing technology. In order to meet these expectations and needs, main subjects such as reducing energy consumption, increasing thrust and endurance, must be taken into account in UAV designs. In this study, Backtracking search optimisation (BSO) algorithm-based adaptive neuro-fuzzy inference system (ANFIS) model is proposed for the first time to improve UAV thrust. For this purpose, first, different batteries and propellers were tested on the thrust measuring device and a data set was obtained. Propeller diameter and pitch, current, voltage and the electronic speed controller (ESC) signal were selected as input, and UAV thrust was selected as output. ANFIS was used to relate input and output parameters that do not have a direct relationship between them. In order to determine the ANFIS parameters at the optimum value, ANFIS was trained with the obtained data set by using BSO algorithm. Then, the objective function based on the optimum ANFIS structure was integrated into BSO algorithm, and the input values that gave the optimum thrust were calculated using BSO algorithm. Simulation results, in which parameters such as engine, battery and propeller affecting the thrust are taken into account equally, emphasise that the proposed method can be used effectively in improving the UAV thrust. This hybrid method, consisting of ANFIS and BSO algorithm, can reduce the cost and time loss in UAV designs and allows many possibilities to be tested.

The performance of the solid fuel ramjet is accurately predicted using full part simulation of this propulsion system, where the flow fields of the intake, combustion chamber, and the nozzle are numerically studied all together. The conjugate heat transfer is considered between the solid phase and the gas phase to directly compute the regression rate of the fuel. The finite volume solver of the compressible turbulent reacting flow is utilized to study the axisymmetric three dimensional flow fields, and two blocks are used to discretize the computational domain. It is shown that the combustion chamber's pressure is changed due to the fuel flow rate's increment which must be taken into account in predictions. The results demonstrate that omitting the pressure dependence of the regression rate and also the effect of the combustor's inlet profile on the regression rate, which specially exists when simulating the combustion chamber individually, under-predicts the solid fuel burning rate when the regression rate augmentation technique is applied to improve the performance of the solid fuel ramjets. It is also illustrated that using the inlet swirl to increase the regression rate of the solid fuel augments considerably the thrust level of the considered SFRJ, while the predictions without considering all parts of the ramjet is not accurate.

This paper presents the results of an experimental campaign to measure thruster-relevant parameters for a high-power (180kW) inductive propulsion system utilising Ar, $ {\textrm{O}}_{2}$ , $ \textrm{N}_{2}$ , and $ \textrm{CO}_{2}$ as propellants. Results from the investigation show that inductive thrusters can make use of these propellants without the severe degradation seen in other electric propulsion systems. Furthermore, the collection of experimental data at powers greater than 100kW provides a reference of performance for the high-power electric propulsion devices intended for missions in the near future. Thrust and specific impulse in inductive systems can be improved by preferentially combining the chemical properties of atomic and molecular propellants. The maximum thrust recorded during these experiments was 7.9N, obtained using a combination of argon and oxygen (0.68 Ar + 0.32 $\textrm{O}_{2}$ ). The combination of argon and molecular propellants also decreased thermal losses within the discharge volume. Specific impulse can be doubled for the same input electric power by combining propellants, and future modifications to the thruster geometry and acceleration mechanism can be used to further improve the performance of such systems.

The Sestola Vidiciatico tectonic Unit (SVU) accommodated the early Miocene convergence between the subducting Adriatic plate and the overriding Ligurian prism, and has been interpreted as a field analogue for the shallow portion of subduction megathrusts. The SVU incorporated sediments shortly after their deposition and was active down to burial depth corresponding to temperatures around 150 °C. Here, we describe the internal architecture of the basal thrust fault of the SVU through a multi-scale structural analysis and investigate the evolution of the deformation mechanisms with increasing burial depth. At shallow depth, the thrust developed in poorly lithified sediments which deformed by particulate flow. With increasing depth and lithification of sediments, deformation was accommodated in a meter scale, heterogeneous fault zone, including multiple strands of crack-and-seal shear veins, associated with minor distributed shearing in clay-rich domains and pressure solution. In the last stage, slip localized along a sharp, 20 cm thick shear vein, deactivating the fault zone towards the footwall. The widespread formation of crack-and-seal shear veins since the first stages of lithification indicates that failure along the thrust occurred at high fluid pressure and low differential stress already at shallow depth. Progressive shear localization occurs in the last phases of deformation, at temperatures typical of the transition to the seismogenic zone in active megathrusts.

3D modelling of geological structures is a key method to improve the understanding of the geological history of an area, and to serve as a drive for exploration. Geomodelling has been performed on a large 60000 km2 area of the Zagros fold-and-thrust belt of Iran, to reconcile a vast but heterogeneous dataset. Topography, geological surface data and dips, outcrop surveys, and well and seismic data were integrated into the model. The method was to construct a key surface maximizing the hard data constraints. The Oligo-Miocene Top Asmari layer was chosen, as this formation was regionally deposited before the main Zagros collision phase and because the numerous outcrops allow proper control of the bed geometry in the fold cores. Interpreted seismic data have been integrated to interpolate the surfaces at depth within the synclines. Several conceptual models of fold geometry have been applied to estimate the best way to convert seismic time signal to depth. Several deeper horizons down to Palaeozoic strata were deduced from this key horizon by applying palaeo-thickness maps. During the construction, the 3D interpolated surfaces could be reconverted to time, using a velocity model, and compared with previous seismic interpretations. This exercise obliged us to revise some early interpretations of seismic lines that were badly tied to wells. The 3D modelling therefore clearly improves regional interpretation. In addition, the 3D model is the only tool that allows drawing consistent cross-sections in areas where there are no seismic lines. Emerging Hormuz salt diapirs were added to the model. Dimensions and shapes of the individual diapirs were modelled using a statistical survey on the cropping out Hormuz structures. Modelling reliably demonstrated that the diapirs, when piercing, show a constant mushroom shape whose diameter depends on the stratigraphic depth of observation. This observation allowed us to exemplify relations between the pre-existing diapirs and the anticlines of the area, and to highlight the morphological changes from the inner onshore areas to the coastal and offshore areas. In addition, one of the surprising results of this study was the observation of the increasing diameter of the diapirs at the time of the Zagros collision and folding event, with growth strata and overhangs on the flanks of the diapirs.

The occurrence of along-strike thickness variations in pretectonic sedimentary packages is expected to influence the structural architecture of doubly verging thrust wedges. To test this hypothesis, we used laboratory sandbox experiments. Model results show that longitudinal tapering of pretectonic sediments causes a great complexity in the internal tectonic fabric of the wedge, particularly in the pro-wedge, dominated by highly segmented, curvilinear thrusts. The along-strike variation of the mode by which the same amount of bulk contraction is accommodated in different regions of the orogen produces the obliquity of the deformation fronts in both the pro-wedge and the retro-wedge. Comparison with the overall architecture of the Lesser Antilles and Manila accretionary systems validates our experimental results.

Islay and Colonsay occupy a crucial position in the Caledonian frontal zone S of the Great Glen fault in western Scotland. However, some of the stratigraphical units which comprise these islands are of doubtful age as they have tectonic boundaries and contain no fossils or distinctive lithological components. New information is presented here on the deformational histories and styles of the rocks and this has prompted a reassessment of their stratigraphical position and a major reinterpretation of t0he tectonism of this frontal zone.

In contrast to the conventional view, all the stratigraphical units have been deformed together during a regional shearing event. The Colonsay Group contains intrafolial and sheath folds and has a pronounced linear fabric which is parallel to grain elongations in parts of the Bowmore and Dalradian sequences. Most junctions between the Colonsay Group and basement of the Lewisian complex are highly sheared. The junction between the Bowmore Group and Dalradian Supergroup is also tectonised and is normally referred to as the Loch Skerrols thrust but here as a shear zone. This structure is shown not to be a profound discontinuity, alone representing the Caledonian front S of the Great Glen fault, but one element in a major flat-lying NW-directed ductile shear zone. The Caledonian front therefore lies to the W of the islands.

The Bowmore Group is suggested to be a lateral equivalent of the Crinan Grits in the Dalradian Supergroup, lying in the overturned sheared limb of the Islay anticline. The age of the Colonsay Group remains enigmatic; the identification of previously unrecognised early structures which may precede shearing in the Grampian episodes of the Caledonian orogenic cycle allows the possibility of a pre-Caledonian deformation of the Group.

The Western Isles–North Channel (‘WINCH’) deep seismic reflection profile runs through the North Channel across the extension of the Midland Valley into the Firth of Clyde.

A variety of shallow Carboniferous and younger sedimentary basins dominates the upper crustal structure. The deep structure includes a reflective lower crust, bounded downwards by the Moho, and dipping ‘thrusts’. No margins to the Midland Valley are observed equivalent to the bounding faults on land. Thrusts below both the Highlands and the Southern Uplands have a variety of dip directions indicative of zig-zag crustal shortening of 100 km in the Highlands and 60 km in the Southern Uplands.

The Moho varies only a little in depth, despite the gross crustal deformation in the Caledonides. Isostatic recovery of the Moho on unlocking of collided crustal blocks may explain the formation of some sedimentary basins.

Palaeomagnetic data define a polar wander path for the Dalradian tectonic block of the Scottish Highlands but resolve no relative motion between the Dalradian and Midland Valley blocks from early Ordo vician onwards. The history of structural episodes (D1 to D4) is traced for the Dalradian rocks of the Southern Highlands, and peak metamorphic temperatures are closely associated with D3 in the 520–490 Ma (early Ordovician) time period, whilst retrograde events are mostly associated with D4. Throughout the structural history, the influence of a lineament or lineaments parallel to the Highland Border is seen and is particularly demonstrated by the formation of the major Highland Border downbend (D4) structure. This monoform is interpreted as lying structurally above a major step in the basement and is associated with uplift of the Dalradian flat belt in the period 460–440 Ma (late Ordovician).

The mechanism of emplacement of the slivers of Highland Border Complex (HBC) rocks adjacent to the Dalradian Supergroup along the Highland Boundary fault zone is considered given that structural and palaeontological evidence indicates the emplacement to be post- D3 in the Dalradian rocks. The steep attitude of rocks along the Highland Boundary fault zone is probably due to vertical movements but either thrust or strike-slip movements are also indicated. Thrust emplacement prior to downbend formation (D4 in the Dalradian rocks) would also precede uplift and have to take place at considerable depth (10–20 km). Thrust emplacement subsequent to downbend formation is difficult to reconcile with the existing structural relations, whilst strike-slip motion offers a straightforward mechanism of placement.

The massive pyrite-pyrrhotite-chalcopyrite-sphalerite deposit of Outokumpu, comprising the Keretti and Vuonos orebodies, is a deformed and metamorphosed strata-bound mass associated with mineralised stockworks. Mobilisation of much of the ore followed formation of large recumbent isoclinal folds that are the major structures of the surrounding rocks and associated with the modification of originally flat saucer-shaped ore lenses into elongate ruler-shaped masses. Further modification of shape took place at the mobilisation stage with much of the pyrrhotitic ore, particularly, now occupying the thickest parts of the orebodies in the form of breccia or microbreccia. In many parts gross original characters still exist and the pyritic and pyrrhotitic constituents of the ore have survived as separate entities while locally the pyritic ore retains pre-deformational characteristics and consistent stratigraphic position within a thin horizon.

Both ore and country rocks show evidence of extensive polyphase deformation with the effects of six fold phases shown in the ore. Mineral assemblages in the country rocks indicate a middle amphibolite facies peak of metamorphism. The serpentinite-black schist-carbonate-quartzite rock assemblage, with which the ore is associated, was tectonically incorporated within the regionally extensive mica schist by even earlier subhorizontal thrusting. This is related to the movement of a thrust nappe with the interdigitation of an ocean-floor ophiolite assemblage and flysch deposited during ocean closure associated with Svecokarelian tectonism.

The original formation of the Keretti and Vuonos sulphide masses took place in a marine exhalative environment with a pyritic layer overlying a pyrrhotitic layer in each of the two c. 4 km diameter irregularly oval-shaped depressions whose centres were c. 8 km apart. The mineralised stockwork below each mass represents the upper parts of the conduit for metalbearing fluids in a convective system.

Metamorphic rocks showing an inverted metamorphic zonation from upper amphibolite fades immediately beneath the peridotite to greenschist fades at lower levels, crop out discontinuously along the base of the Semail ophiolite thrust sheet in the Oman Mountains of eastern Arabia. These metamorphic rocks show polyphase deformation, mylonitic fabrics, and have been disrupted, folded and imbricated, and in places form tectonic inclusions in a serpentinite melange. In the more intact sequences, garnet-clinopyroxene amphibolites, with rare hornblende-bearing marbles and banded quartzites, occur at the higher levels, whilst a wide range of metasedimentary and metabasaltic rocks occur in the greenschist fades. Low glaucophane content of amphiboles and low jadeite content of clinopyroxenes suggest relatively low pressures of crystallisation. The distribution coefficient KD for co-existing garnet and clinopyroxene suggests a temperature range of 670 to 750°C. Residual heat from the recently formed ophiolite probably provided the dominant heat source for metamorphism, although frictional heating could have supplemented this. The metamorphic rocks were produced during Cenomanian-Turonian (late Cretaceous) times.

The sub-ophiolite metamorphic rocks, together with basal serpentinite, Triassic alkaline and tholeiitic basalts (Haybi volcanic group), mountain-sized ‘exotic’ limestones and an upper Cretaceous sedimentary melange, comprise a distinct thrust slice termed the Haybi complex, which always overlies marine sediments of the allochthonous Hawasina complex and underlies the Semail ophiolite. The rocks of the Haybi complex are bounded by major thrust planes, the Semail thrust above and the Haybi thrust beneath, which truncate all schistosities, fold axes, imbricate thrusts and associated features. A model for ophiolite obducton is presented based on a palinspastic reconstruction of the allochthonous rocks on the Oman continental margin.