Explore the vast range of titles available.

In several species, including Xenopus, mouse and human, two members of cyclin A family were identified. Cyclin A2, which is ubiquitously expressed in dividing cells and plays role in DNA replication, entry into mitosis and spindle assembly, and cyclin A1, whose function is less clear and which is expressed in spermatocytes, leukemia cells and in postmitotic multiciliated cells. Deletion of the gene showed that cyclin A1 is essential for male meiosis, but nonessential for female meiosis. Our results revealed, that the cyclin A1 is not only dispensable in oocytes, we show here that its expression is in fact undesirable in these cells. Our data demonstrate that the APC/C and proteasome in oocytes are unable to target sufficiently cyclin A1 before anaphase, which leads into anaphase arrest and direct inhibition of separase. The cyclin A1-induced cell cycle arrest is oocyte-specific and the presence of cyclin A1 in early embryos has no effect on cell cycle progression or chromosome division. Cyclin A1 is therefore not only an important cell cycle regulator with biased expression in germline, being essential for male and damaging for female meiosis, its persistent expression during anaphase in oocytes shows fundamental differences between APC/C function in oocytes and in early embryos.

Proper assembly of the spindle apparatus is crucially important for faithful chromosome segregation during anaphase. Thanks to the effort over the last decades, we have very detailed information about many events leading to spindle assembly and chromosome segregation, however we still do not understand certain aspects, including, for example, spindle length control. When tight regulation of spindle size is lost, chromosome segregation errors emerge. Currently, there are several hypotheses trying to explain the molecular mechanism of spindle length control. The number of kinetochores, activity of molecular rulers, intracellular gradients, cell size, limiting spindle components, and the balance of the spindle forces seem to contribute to spindle size regulation, however some of these mechanisms are likely specific to a particular cell type. In search for a general regulatory mechanism, in our study we focused on the role of cell size and nuclear to cytoplasmic ratio in this process. To this end, we used relatively large cells isolated from 2-cell mouse embryos. Our results showed that the spindle size upper limit is not reached in these cells and suggest that accurate control of spindle length requires balanced ratio between nuclear and cytoplasmic volumes.

In both mitosis and meiosis, metaphase to anaphase transition requires the activity of a ubiquitin ligase known as anaphase promoting complex/cyclosome (APC/C). The activation of APC/C in metaphase is under the control of the checkpoint mechanism, called the spindle assembly checkpoint (SAC), which monitors the correct attachment of all kinetochores to the spindle. It has been shown previously in somatic cells that exposure to a small molecule inhibitor, prodrug tosyl-l-arginine methyl ester (proTAME), resulted in cell cycle arrest in metaphase, with low APC/C activity. Interestingly, some reports have also suggested that the activity of SAC is required for this arrest. We focused on the characterization of proTAME inhibition of cell cycle progression in mammalian oocytes and embryos. Our results show that mammalian oocytes and early cleavage embryos show dose-dependent metaphase arrest after exposure to proTAME. However, in comparison to the somatic cells, we show here that the proTAME-induced arrest in these cells does not require SAC activity. Our results revealed important differences between mammalian oocytes and early embryos and somatic cells in their requirements of SAC for APC/C inhibition. In comparison to the somatic cells, oocytes and embryos show much higher frequency of aneuploidy. Our results are therefore important for understanding chromosome segregation control mechanisms, which might contribute to the premature termination of development or severe developmental and mental disorders of newborns.

Proper assembly of the spindle apparatus is crucially important for faithful chromosome segregation during anaphase. Thanks to the effort over the last decades, we have very detailed information about many events leading to spindle assembly and chromosome segregation, however we still do not understand certain aspects, including, for example, spindle length control. When tight regulation of spindle size is lost, chromosome segregation errors emerge. Currently, there are several hypotheses trying to explain the molecular mechanism of spindle length control. The number of kinetochores, activity of molecular rulers, intracellular gradients, cell size, limiting spindle components, and the balance of the spindle forces seem to contribute to spindle size regulation, however some of these mechanisms are likely specific to a particular cell type. In search for a general regulatory mechanism, in our study we focused on the role of cell size and nuclear to cytoplasmic ratio in this process. To this end, we used relatively large cells isolated from 2-cell mouse embryos. Our results showed that the spindle size upper limit is not reached in these cells and suggest that accurate control of spindle length requires balanced ratio between nuclear and cytoplasmic volumes.

In this article, we propose the parameters of a battery that would be suitable for the conceptual design of a small training aircraft. The mass design of the battery is based on the requirements for real training flights performed by students in pilot training. Such a serial hybrid propulsion aircraft could be used in our UNIZA aviation, training and education center for pilot training. Due to socio-political pressures in reducing emissions generated by vehicles, there has also been massive research in the aviation industry in the field of hybrid and electric aircraft propulsion. In the introduction, the article deals with the energy sources used in aircraft propulsion. In hybrid propulsion, a combination of aviation fuel and electricity is used as the energy source. The required total energy must choose a suitable combination of these two energy sources. The biggest drawback of batteries that can be used in hybrid systems is their low energy density. Low energy density means that larger and heavier batteries need to be used to achieve the required performance, which is their main disadvantage. Therefore, it is necessary to find a suitable compromise between the hybrid’s percentage, i.e., the ratio between conventional and electric drive. We applied the hybrid aircraft system’s calculations to the real training flights to determine the necessary parameters of the hybrid aircraft suitable for pilot training. This calculation will help in obtaining an idea of the basic parameters of the hybrid drive and the battery parameters, which are necessary for particular applications in the training aircraft. The performed calculations of the hybrid configuration and, especially, the determination of the battery of the hybrid propulsion parameters provide the basic information necessary for the design of the hybrid system of a small training aircraft. These outputs can be used to determine the parameters of batteries that would be used in hybrid systems. A limiting factor to consider with hybrid aircrafts is that the aircraft must be charged on the ground before the flight, which poses interesting logistical and infrastructure problems at the airport.

This article’s main topic is an assessment of unmanned aircraft system (UAS) noise pollution in several weight categories according to Regulation (EU) 2019/947 and its impact on the urban environment during regular operation. The necessity of solving the given problem is caused by an increasing occurrence of UASs in airspace and the prospect of introducing unmanned aircraft into broader commercial operations. This work aims to provide an overview of noise measurements of two UAS weight categories under natural atmospheric conditions to assess their impact on the surrounding environment. On top of that, modelling and simulations were used to observe and assess the noise emission characteristics. The quantitative results contain an assessment of the given noise restrictions based on the psychoacoustic impact and actual measured values inserted into the urban simulation scenario of the Zilina case study located in northwest Slovakia. It was preceded by a study of noise levels in certain areas to evaluate the variation level after UAS integration into the corresponding airspace. Following a model simulation of the C2 category, it was concluded that there was a marginal rise in the level of noise exposure, which would not exceed the prescribed standards of the Environmental Noise Directive.

This article describes the creation of a program that would be useful for calculating mathematical models in order to estimate the weight of aircraft components. Using several parameters, it can calculate other parameters of civil transport aircraft powered by batteries or fuel cells. The main goals of this research were to add the missing dimensions and parameters to the aircraft database, create a simple but effective program for creating mathematical models, and use this program to find technological barriers to battery or hydrogen fuel-cell-powered aircraft concepts. The article introduces the reader to the problem of calculating OEW (operating empty weight) using Breguet–Leduc equations. A calculation model was created for OEW calculation. The result of this work is the verification of a mathematical model for battery-powered electric aircraft of the CS-23 (European Aviation Safety Agency Certification Specification for Normal, Utility, Aerobatic, and Commuter Category Aeroplanes) category by comparing the program’s outputs with real aircraft. Subsequently, the results of mathematical models are shown in graphs that specify the space of possible concepts of aircraft powered by batteries or fuel cells, sorted by the number of passengers and the range of the aircraft, delimited by two or three criteria, respectively.