The aviation industry is exploring unconventional aircraft designs like the Flying V in its drive to reduce carbon emissions and improve fuel efficiency. The Flying V, featuring a crescent wing with leading edge kink, currently suffers from an unstable nose-up pitch tendency. This study investigates vortex control methods within this kink region to increase lift on the outboard wing and delay the pitch-break. A full-span, modular wind tunnel model is used to investigate the effects of parabolic and diamond juncture fillets, as well as full-chord fences, on the pitching moment characteristics. Stereoscopic Particle Image Velocimetry (SPIV) and oil flow visualization are used to analyse vortex behaviour and flow topology. Results reveal that the parabolic fillet outperforms the diamond fillet in generating lift at higher angles of attack due to its ability to promote vortex formation and delay breakdown. The installation of full-chord fences increases lift on the outboard wing and positively influences the pitching moment, though none of the tested configurations increased the pitch-break angle.

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.