The Pannonian basin is an extensional back-arc basin that has undergone neotectonic inversion and is currently shortening. The understanding and quantification of present-day deformation processes during this inversion are still incomplete. To this end, we investigate the active deformation of the Circum-Pannonian region via the interpolation of GNSS-derived velocity field and the derivation of the strain rate fields. For the interpolation of the velocity field, we use ordinary kriging, a strochastic interpolation method. Our results show that estimating a strain rate field that is virtually free of short-wavelength noise requires the scaling of the velocity uncertainties, i.e. assuming a minimum standard deviation of 1 mm/yr in our case. The deformation of the Circum-Pannonian region is defined by the 2–3 mm/yr, NNE-directed motion of the Dinarides, and by the 0.5–1.5 mm/yr, WSW to SSW directed motion of the eastern areas (European foreland, East Carpathians, South Carpathians, Transylvanian basin). These opposite-sense motions define a large-scale, on average NE-SW shortening and transpression-type deformation in the Dinarides as well as in the Pannonian basin, while the East and South Carpathians undergo regional N–S extension. Neotectonic structures generally show good agreement with the strain rate field, for example in the Dinarides, Eastern Alps, or in the western Pannonian basin. However, the presence of fault-parallel shortening or biaxial shortening along sinistral neotectonic structures in the central and eastern Pannonian basin show some discrepancy between current geodetic and observed neotectonic deformation. The vertical velocity field shows dominantly 100 and 1000 km wavelength signals, the former is probably related to the response of the Pannonian lithosphere-asthenosphere system to neotectonic basin inversion, while latter can possibly be explained by far-field subsidence patterns induced by the mantle response to melting of the Fennoscandian ice sheet during the current interglacial period.@en

Ground testing campaign conducted on the FLEXOP demonstrator aircraft is presented in this paper. The conducted tests are grouped in structural, flight system and integration tests. Along with the description of the test setup and test execution, the main findings and conclusions are also given. The structural tests comprise the static, ground vibration and the airworthiness test. The static and the ground vibration tests were used for structural characterisation of the manufactured wings and airframe as a whole. Assessment and calibration of the Fibre Brag strain sensing system for wing shape and load reconstruction is also presented within this context. The airworthiness test is used to demonstrate the structural integrity of the manufactured wings under specified limit loads. Within the context of the flight system tests, the main components of the on-board autopilot hardware-software system are briefly introduced including the signal data flow from the RC transmitter to the aircraft controls, the functionality of the baseline autopilot software and the communication with the ground station. All of these components are integrated into the hardware-in-the-loop environment, which is also briefly introduced along with the servo motor identification and the hardware delay measurements. The measured hardware delay was considered in the design of the baseline and flutter controllers. The flutter controllers were tested together with the baseline controller in the software-in-the-loop environment. System integration tests are presented last. In this context the airbrake, the engine, the compatibility of electronic components, the range and the taxi tests are presented. @en