In France, the very first ideas on flow control were developed by Philippe Poisson-Quinton from the Office National d'Etudes et Recherches Aérospatiales (ONERA) in the 1950s. There was some renewal of this research topic in the early 1990s, first in the United States with scientists like Wygnanski and Gad-El Hak, and also in France at the initiative of Pierre Perrier from Dassault Aviation, who triggered a lot of research activities in this field both at ONERA and in the French National Centre for Scientific Research (CNRS) laboratories. The motivation was driven by the applications on Dassault Aviation military aircraft and Falcon business jets in order to contribute to the design, while facilitating performance optimisation and multi-disciplinary compromise. A few examples of flow control technologies, such as forebody vortex control, circulation control, flow separation control or boundary layer transition control using hybrid laminar flow control (HLFC), are presented to illustrate the applications and to explain the methodology used for the design of the flow control devices. The author also emphasises the current reaction of industry with respect to the integration of flow control technologies on an aircraft programme. The conclusion is related to the present status of the French research on this topic and to the next challenges to be addressed.

Within an immunity-based architecture for aircraft fault detection, identification and evaluation, a structured, non-self approach has been designed and implemented to classify and quantify the type and severity of different aircraft actuators, sensors, structural components and engine failures. The methodology relies on a hierarchical multi-self strategy with heuristic selection of sub-selves and formulation of a mapping logic algorithm, in which specific detectors of specific selves are mapped against failures based on their capability to selectively capture the dynamic fingerprint of abnormal conditions in all their aspects. Immune negative and positive selection mechanisms have been used within the process. Data from a motion-based six-degrees-of-freedom flight simulator were used to evaluate the performance in terms of percentage identification rates for a set of 2D non-self projections under several upset conditions.

Artillery rockets are sensitive to disturbances (total impulse variation, wind, thrust misalignment, etc.). As the range of ground-to-ground rockets increases, the accuracy of free flight rockets decreases. Requirements for the increase of the range and minimisation of the impact point dispersions can be solved by adding guidance and control systems to rockets. Based on the differences between the measured flight parameters and the calculated parameters for the nominal trajectory, the flight path angle correction algorithm is obtained by adding the correction to the nominal value. The flight path steering guidance system with lateral acceleration autopilot in the inner loop, is used for the guidance of hypothetical artillery rockets. The guidance algorithm given in this paper eliminates the time correction due to rocket velocity variations. Efficiency of the proposed algorithm is illustrated by numerical simulation. There is no practical influence of the external disturbances on impact point dispersion. It is also shown that the measurement errors of the inertial measurement unit are the dominant factor affecting impact point dispersion of artillery rockets modified by adding a guidance system based on the flight path steering method.

This paper introduces an observer strategy, namely a Sliding Mode Observer (SMO), to realise the fault detection and estimation of general uncertain non-linear systems. The use of a non-linear observer is considered for monitoring the states of a high incidence research model (HIRM) aircraft system. For a special class of Lipschitz non-linear system, a fault reconstruction scheme is presented where the reconstructed signal can approximate the fault signal to any accuracy. The proposed method is based only on the available plant input-output information and can be calculated online. Moreover, the globally asymptotic stability of the closed-loop system is mathematically proved. Finally, an HIRM aircraft system example is given to illustrate the efficiency of the proposed approach.

The drag coefficient and the laminar-to-turbulent transition for the aerofoil component of a wing model are optimised using an adaptive upper surface with two actuation points. The effects of the new shaped aerofoils on the global drag coefficient of the wing model are also studied. The aerofoil was optimised with an ‘in-house’ genetic algorithm program coupled with a cubic spline aerofoil shape reconstruction and XFoil 6.96 open-source aerodynamic solver. The wing model analysis was performed with the open-source solver XFLR5 and the 3D Panel Method was used for the aerodynamic calculation. The results of the aerofoil optimisation indicate improvements of both the drag coefficient and transition delay of 2% to 4%. These improvements in the aerofoil characteristics affect the global drag of the wing model, reducing it by up to 2%. The analyses were conducted for a single Reynolds number and speed over a range of angles of attack. The same cases will also be used in the experimental testing of the manufactured morphing wing model.

Comparative mixing of a Mach 2 elliptical free jet from a convergent-divergent elliptic nozzle with an aspect ratio of 2:1 in the presence of adverse and marginally favourable pressure gradients has been studied experimentally. It is found that the mixing of the elliptical jet is higher than that for the equivalent circular jet at all the levels of expansion. The decay of elliptic jet is significantly higher than the equivalent circular jet in all three zones of the jet field – the core, characteristic decay and fully developed regions. The reason for the faster decay of the elliptic jet is found to be the continuous variation in the size of the mixing-promoting vortices shed from the nozzle exit owing to its azimuthal asymmetry. The evolution of the jet and its axis-switching phenomenon has been studied using iso-pitot pressure contours taken at different axial locations in the plane normal to the jet axis. As expected, the elliptic jet spreads faster along the minor axis plane than the major axis plane, leading to axis-switching at all the levels of expansion studied. The axis-switching of the elliptic jet shifts upstream with increase in nozzle pressure ratio (NPR) from 4 to 5; from 5 to 7, it shifts downstream. But at marginally under-expanded condition of NPR 8, the axis-switching is found to shift slightly upstream. The occurrence of axis-switching in the elliptic jet indicates enhanced near-field mixing, compared to the equivalent circular jet. The shadowgraph pictures of the jet reveal that the waves prevailing in the elliptic jet are significantly weaker than those in the circular jet.

The present paper focuses on a three-dimensional unsteady turbulent synthetic jet to assess the accuracy of a compressible simulation and some important parameters including the simulations of the actuator, cavity height and Reynolds number. The two-equation SST/k − ω turbulence model is used to predict the flow behaviour. Results show that the compressible simulation case is more accurate than the incompressible one and the dynamic mesh exhibits more reliable results than the mass flow inlet boundary in the compressible simulation. The compressible case displays a delay in the phase of instantaneous velocity for all three Reynolds numbers. Also, the maximum of mean velocity is less than the incompressible case. Moreover, an increase in the Reynolds number leads to an amplification of the peak of mean velocity magnitude. Finally, results demonstrate that a reduction in the cavity height regarding the compressible simulation case causes a reduction in the phase delay and rise in peak of instantaneous velocity magnitude.