Mobile devices for the personalized detection of health and environmental hazards are becoming the basis for futuristic sensing technologies. In recent decades, air and environmental pollution levels have risen globally. Therefore, environmental protection must be strengthened by developing sensors that detect pollutants. The monitoring of these pollutants with high spatial coverage requires inexpensive electronic gas sensors and self sustainable sensing systems that can be deployed everywhere. This dissertation reports on technological developments to provide solutions for inexpensive, compact, power efficient, and easily deployable toxic gas sensors and integrated systems using semiconducting metal-oxide thin-film transistors (TFTs). The first part of the dissertation introduces the fabrication and characterization of an amorphous indium gallium zinc oxide (IGZO) TFT as a toxic gas sensor. In contrast to existing metal-oxide gas sensors, which are active either with light activation or at high temperature, the developed IGZO TFT sensors are operable at room temperature and require only visible light activation to revive them after exposure to NO2. IGZO TFT sensors exhibited remarkable selectivity and sensitivity to low concentrations of nitrogen dioxide (NO2). The second part of the dissertation introduces the design and realization of the IGZO-based fully integrated gas detectors. Unlike existing gas-sensing systems, which have discrete hardware for signal conditioning, read-out, and data acquisition, the developed integrated detectors constitute thesemodules integrated using IGZO TFT technology. The integrated detectors detect ambient NO2 gas and generate a digital output that is proportional to the ambient gas concentrations. Two types of integrated gas detectors were developed that differ in their mode of operation and circuitry design. These detectors are scalable and pave the way for portable systems to realize various gas-sensing applications, including smart cities and sustainable ecosystems. The success of personalized monitoring devices relies on the following factors: minimum power consumption, selectivity, and stability under extreme conditions that determine overall performance. One of the best solutions to minimize power consumption in these devices is to have a complementary energy-harvesting feature. Hence, the dissertation concludes with the design of self-powered sensors, which are IGZO sensors with self-powering capabilities. Self-powered sensors are p-n heterojunction sensors, developed using IGZO and hybrid-perovskites.

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To meet the latest requirements of the 6G standards, several techniques have been proposed in the open literature, such as millimeter waves, terahertz communication, and massive MIMO. In addition to these recent technologies, the use of unmanned aerial vehicles (UAVs) is strongly advocated for 6G networks, as the 6G standard will not be dedicated to broadband services, but will rather be oriented towards reduced geographical cellular coverage. In this context, the deployment of UAVs is considered a key solution for seamless connectivity and reliable coverage. Although UAVs are characterized by their high mobility and their ability to establish line-of-sight links, their use is still impeded by several factors such as weather conditions, their limited computing power, and, most importantly, their limited energy. In this work, we are aiming for the novel technology that enables indefinite wireless power transfer for UAVs using laser beams. We propose a novel UAV deployment strategy, based on which we analyze the overall performance of the system in terms of wireless coverage and provide some useful insights. To this end, we use tractable tools from stochastic geometry to model the complex communication system.

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Prosthetic development recently has focused mainly on myoelectrically controlled electric hands despite a majority of upper extremity amputees actively choosing body powered devices. Myoelectric hands utilize a small electric pulse generated in muscles when flexing as a signal to the hand to close. Finger flexion in these devices is controlled by electromechanical servos, requiring no strength input from the user. Body powered devices use a cable attached to a shoulder harness which causes mechanical closure of the device via tension placed on a control cable by a shoulder shrug motion or arm extension. Outfitting of active duty service personnel has recently tended to follow the electronic hands which have fragile electronics, have a poor response to user input, and are not fit for harsh outdoor environments. This report will detail the current development of a re-design of a custom left hand prosthesis for an active duty Navy SEAL and the transition from electronic controls to full body power function.

Flight testing methods are developed to find the drag polar for small UAVs powered by electric motors with fixed-pitch propellers. Wind tunnel testing was used to characterize the propeller-motor efficiency. The drag polar was constructed using data from flight tests. The proposed methods were implemented for a small UAV. A drag polar was found for this aircraft with CDo equal to 0.021, K1 equal to 0.229, and K2 equal to -0.056. This drag polar was then used to find the following performance parameters; maximum velocity, minimum velocity, velocity for maximum range, velocity for maximum endurance, maximum rate of climb, maximum climb angle, minimum turn radius, maximum turn rate, and maximum bank angle. Applications in UAV control and mission planning are also proposed.

In order for a human-powered helicopter (HPH) to fly, lifting the weight of its human pilot-engine and the weight of its own structure, the rotary wings need to be extremely large and exceptionally lightweight. Through centuries of dreaming and decades of modern attempts, no design so far has been able to obtain the combination of an adequately large rotor size, sufficiently lightweight structure, and an inherently stable aircraft. This thesis describes a concept of a wire-braced semi-rigid elevated rotor system for a proposed HPH. Then, using scale models and quantitative analysis, tests a series of supporting hypotheses in order to prove that such a large rotor system could be sufficiently lightweight, maintain its geometry to overcome coning and twisting, avoid interplanar interference, produce sufficient lift, yield inherent aircraft stabilty, and demonstrate that the drag penalty induced by external bracing wires would be more than offset by the benefits of wire bracing.

<p>Beam-powered aircraft are a promising solution to reducing the air transportation system's operating costs and emissions due to their reliance on typically more efficient ground-based electricity sources.</p> <p>However, modeling these aircraft is a non-trivial task due to their multi-disciplinary nature and the required interconnectedness between the aircraft, air transportation network, and power-beaming models.</p> <p><br></p> <p>This thesis establishes a methodology for holistically modeling beam-powered aircraft as a freight transportation asset in the context of their operating environment.</p> <p>This methodology accounts for elements of aircraft conceptual design, the limits of power-beaming technology, and non-idealities associated with the air transportation network.</p> <p>As a product of this methodology, this thesis also approximates beam-powered aircraft's economic and environmental feasibility based on current and future technological capabilities.</p> <p><br></p> <p>This work concludes that with an optimistic enough "engine absent" mass fraction and with sufficiently advanced technologies -- particularly with higher power density rectennas -- beam-powered aircraft are both economically and environmentally feasible, having a lower operating cost and emitting less carbon dioxide per ton-mile compared to current-day and near-future freight transportation aircraft.</p> <p><br></p> <p>More specifically, this work concludes that when using a simplified and more optimistic engine absent mass fraction model, power train specific power only needs to improve by a factor of 1.2-3.7 and rectenna power density only needs to improve by a factor of 20-30 compared to the baseline technologies considered in this work in order for beam-powered aircraft to be a feasible alternative to jet fuel powered aircraft in a freight transportation role.</p> <p>However, with a more pessimistic albeit more realistic engine absent mass fraction model, this work concludes that beam-powered aircraft are not feasible in a freight transportation role with the technology levels considered in this work.</p>