The Flying V is a flying-wing aircraft that has 20% less cruise drag than a modern tube-and-wing aircraft. The integration of the over-the-wing engine is not trivial due to the strong aerodynamic interaction between the wing and inlet. Prior to integrating the engine, the aerodynamics of the Flying V are studied with a Reynolds-averaged Navier-Stokes (RANS) solver using a finite volume mesh. Engine dimensions are sized through rubber sizing for the take-off thrust rating. The analysis focuses on the flow characteristics on the upper surface of the wing, particularly in the region where the engine could be located. Forces and pressure changes induced at different angles of attack and flight conditions are studied. Subsequently, the evolution of the boundary layer at different locations is analyzed to understand the flow that the engine would face at the inlet. For the defined inlet dimensions, the inlet distortion is evaluated at various locations on the wing. Preferred regions for engine placement and integration approaches are proposed and discussed to maximize the engine inlet performance at on-design and off-design conditions.@en

Commercial applications of flying wing aircraft, as the Flying-V here considered, can contribute to reducing carbon and nitrogen emissions produced by the aviation sector. However, because of the lack of a tail, all flying wing aircraft have reduced controllability. For this reason, the placement and sizing of the control surfaces along the wing is a non-trivial problem. The paper focuses on solving this problem using offline handling quality simulations based on certification requirements. In different flight conditions, the aircraft must be able to perform a certain set of maneuvers as defined by the certifying authorities. First, offline simulations calculate the minimum control authority required from the elevator, aileron, and rudder to perform each maneuver. Then, based on the global minimum for all maneuvers, the control surfaces are sized and placed along the wings. The aerodynamic model employed uses a combination of Reynolds-averaged Navier-Stokes (RANS) and vortex lattice method (VLM) simulations. The control authority of the control surfaces is estimated with VLM and VLM calibrated with RANS simulations, showing significant differences between the two.@en

In nature, birds can intelligently adapt their wing shapes to their environment. This paper aims to replicate this capability by designing an online data-driven aerodynamic performance optimization framework for an unconventional morphing aircraft. Compared to state-of-the-art methods, the proposed framework efficiently finds global optima with reduced computational load when addressing time-varying, nonlinear, and non-convex problems. It also demonstrates enhanced adaptability to unforeseen scenarios. In the event of a sudden actuator fault, the algorithm can automatically detect the fault, adapt the onboard data-driven model, and continue performing optimization and trimming tasks using the remaining healthy actuators. Additionally, the paper addresses the optimal number of actuators within a morphing surface, considering the tradeoff between optimization performance and the weight penalty. High-fidelity simulations demonstrate that through active morphing, the proposed framework achieves drag reductions of 1.9–4.9 % during cruise and up to 12.6 % at higher operational lift coefficients (due to heavier weight and lower speed), resulting in an overall drag reduction of 2.97 % over a typical flight cycle, which corresponds to fuel savings of approximately 150 kg/h. This research represents a significant advancement in sustainable aviation, contributing to reduced fuel consumption, lower emissions, and improved fault tolerance for next-generation aircraft. @en

Flying wing aircraft, such as the Flying-V considered in this study, can substantially contribute to reducing the carbon footprint of the aviation sector. To enable adequate predictions regarding performance, stability, and control, a validated aerodynamic model of the Flying V is important. In this paper, the aerodynamic model of the Flying V is derived. The first part of the paper compares the aerodynamic coefficients determined with experiments and simulations conducted on a subscale version of the aircraft. The experiments are conducted in a wind tunnel, and with flight tests, the simulations are conducted using the vortex lattice method (VLM), panel method, and Reynolds-averaged Navier-Stokes (RANS) equations. The comparison highlights the dependency of the aerodynamic coefficients from the angle of attack, which influences the flow acting on the aircraft. Based on the outcome of the comparison for the subscale aircraft, the aerodynamic model of the full-scale aircraft is derived by combining RANS and VLM simulations. All the aerodynamic coefficients are derived as a function of the angle of attack and different Mach numbers and altitudes.@en