The aerodynamic shape optimisation of a micro air vehicle (MAV) wing is performed to obtain the basic wing geometrical characteristics which produce the maximum range and endurance requirements. Multhopp’s method based on Prandtl’s classical lifting line theory is used for the determination of the spanwise load distribution required during the optimisation process. The obtained lift and drag characteristics are used for the derivation of the range and endurance equations of an electrically driven micro air vehicle. The optimisation process is based on the modified feasible directions gradient based optimisation algorithm. Results are validated using wind tunnel measurements showing very good agreement. Results are also compared with solutions to the Navier-Stokes equations obtained with ANSYS-CFX finite elements using different turbulence models. These include the k-ε and the shear stress transport (SST) models as well as the Reynolds stress model.

Design optimisation of a helicopter rotor blade is performed. The objective is to reduce helicopter vibration and constraints are put on frequencies and aeroelastic stability. The ply angles of the D-spar and skin of the composite rotor blade with NACA 0015 aerofoil section are considered as design variables. Polynomial response surfaces and space filling experimental designs are used to generate surrogate models of the objective function with respect to cross-section properties. The stacking sequence corresponding to the optimal cross-section is found using a real-coded genetic algorithm. Ply angle discretisation of 1°, 15°, 30° and 45° are used. The mean value of the objective function is used to find the optimal blade designs and the resulting designs are tested for variance. The optimal designs show a vibration reduction of 26% to 33% from the baseline design. A substantial reduction in vibration and an aeroelastically stable blade is obtained even after accounting for composite material uncertainty.

In this paper an associative-parametric approach is proposed in order to model the mesh of an aeronautical concept starting from a set of high-level structural primitives. This approach allows the designer to carry out the geometric modelling and the automatic mesh generation within one software environment in a fast and interactive way. The structural optimisation process is then simplified, with a relevant man-hours saving. A lower number of data transfers between different software is, moreover, involved with less problems related to the data corruption. To assure orders of continuity higher than C0 between adjacent instances, a suitable mathematical description of the structural primitives has been proposed. This description assures the maintenance of the required continuity constraints when the mesh is modified. Appropriate schemes of dependences are identified to guarantee the automatic propagation of the modifications complying with the continuity constraints.

This paper describes a study that investigated the efficacy of modifications to the trailing end of the externally mounted advanced targeting forward looking infrared pod (ATFLIR) on the store separation characteristics of the F/A-18C aircraft. Prior work by Godiksen suggests that the trailing end of the geometrically similar targeting forward looking infrared pod (TFLIR) is the likely source of shock waves that can adversely impact the trajectory of a recently released store. In our study five different modifications to the aft end of the ATFLIR were analysed using computational fluid dynamics (CFD). The two most promising designs, an ogive shape such as that used in artillery shells and rockets, and a simpler extended but truncated cone shape were then further investigated. The moments that these trailing shapes produced on an adjacent released store were compared. CFD analysis revealed that the simpler cone shape resulted in weaker shocks from the aft end of the pod with a resultant smaller adverse moment on the store. While there is an extensive history of using CFD to predict store separation behavior, results from our study should be compared with wind tunnel data in order to validate the CFD simulations.

An experimental and numerical study was performed on a Clark Y aerofoil with a 10% chord leading edge Kruger flap to examine its aerodynamic performance at Reynolds numbers of 0·6 × 106, 1 × 106, and 1·6 × 106, to help to identify the forces and moments acting on a basic configuration. A detailed comparison of the numerical and experimental data is presented in this paper. The leading edge flap was effective at high angles of attack with an increase in CL of up to 18% over a conventional no flap configuration and delayed separation by up to 3°. The moments around the Kruger flap rotation point were calculated from the numerical analysis as an initial stage in the design of a UAV passive flap system and they are also presented in the paper.