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 can more efficiently search for optima with reduced computational load when addressing time-varying and nonlinear 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 aerodynamic optimization performance and weight penalty. High-fidelity simulations on a flying-wing aircraft platform 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 188.97 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.

Commercial applications of flying wing aircraft, such as the Flying-V considered herein, 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 nontrivial 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 set of maneuvers as defined by the certification specifications. 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.

Laminar boundary layer suction has significant potential for reducing aircraft drag, thereby diminishing its environmental impact. This study presents wind tunnel experiments conducted on a flat plate to examine the effectiveness of laminar boundary layer suction in delaying the transition and compares the measured data with the en method based on linear stability theory (LST). The experiments, performed over a range of freestream velocities from 15 to 50 m/s, comprised infrared thermography, pressure measurements, and hot-wire anemometry. The boundary layer suction is implemented through interchangeable suction boxes mounted on the flat plate, with two types of suction surfaces tested, featuring hole diameters of 120 and 60μm and a constant porosity of 0.9%. The study examines the influence of various parameters on transition, as the intensity of the suction coefficient, particularly at elevated values, as well as the impact of the micro-holes diameter, the chordwise distribution of the suction velocity and the freestream Reynolds number. A discrepancy between the experimentally measured transition location and the predictions from LST is observed. To identify the origin of this deviation, boundary layer measurements are taken on the porous surface while varying both the suction coefficient and its spatial distribution. A particular flow disturbance near the porous surface, amplified by the suction intensity, is identified, leading to increased velocity fluctuations in the near-wall measurement points. The difference depends on both the suction coefficient and the suction velocity distribution. For this reason, a configuration is investigated in which only the first and last of the four suction chambers are used to aspirate the boundary layer. It is observed that the flow disturbances are significantly reduced, and the boundary layer predictions align more closely with the experimental data.