As quadrotors continue to become more popular for personal and commercial use, improving their safety is essential, especially in impaired operating states. With (asymmetric) blade damage (ABD) being a potentially dangerous type of impairment, it is beneficial to understand how it affects the dynamic behavior of a quadrotor. This research examines the effects of blade damage on the dynamic model of a quadrotor through system identification techniques. Time scale separation is used to split the low-frequency aerodynamic behavior and high-frequency (HF) dynamics. Aerodynamic models are identified using stepwise regression, and a novel approach for modeling HF dynamics –relying purely on on-board sensors– using spectral analysis and simplex B-splines has been developed. A majority of the aerodynamic models surpass 𝑅² values of 0.95, and the HF models exceed 𝑅² values of 0.90. The findings provide new insights and
significant implications for diagnosing ABD in quadrotors.

Sustainability has become an increasingly important issue, and several different governments around the world have been working towards more environmentally friendly approaches throughout different industries. This has led to measures such as the European Green Deal, which aims to make Europe climate neutral by 2050. For the aircraft industry, however, this goal creates a so-called circular causality problem. This is because there may be limited investment in increasing production of alternative energy sources due to the limited availability of aircraft that use them. On the other hand airlines may hesitate due to the limited availability of fuel to buy such aircraft. In order to solve this problem, the carbon neutral ready aircraft has been proposed. The carbon neutral ready aircraft is designed such that it initially is powered by fossil fuels and can then be converted to be powered by a carbon neutral energy source. The carbon neutral energy source that is chosen for this aircraft design is synthetic kerosene. The carbon neutral aircraft has a high wing configuration with a high aspect ratio wing. To cope with the large span of the aircraft it was decided to give the aircraft the ability of the wing tips to be folded up. Furthermore, the wing has support struts which connect the wing to the lower part of the fuselage. The propulsion system of the aircraft has two novel features: two wing mounted ultra high bypass ratio turbofan engines and an electrically powered ducted fan, which ingests the boundary layer at the aft of the fuselage. An additional five-gear configuration was chosen for the landing gear to provide the aircraft with stable ground operations while not creating a need for a fairing which interferes with the boundary layer being ingested by the aft ducted fan. Carrying out the design of this aircraft shows that the aircraft is financially feasible and performs as well as the baseline A320 aircraft in terms of payload and range, while allowing sustainability goals such as the European Grean Deal to be met. The aircraft has a 17 % emission reduction compared to the A320neo, while still employing fossil fuel based kerosene. Furthermore, at least 90% by mass of the primary structure of the aircraft is recyclable. From the recommendations however, it is clear that a lot still needs to be done before the carbon neutral aircraft can enter into service in 2030.