A high order boundary element formulation is presented and applied to the solution of potential, incompressible flows around non-lifting and lifting configurations. The high order numerical algorithm is based on a bicubic interpolation of both geometry and quantities over each element of discretisation of the boundary. Numerical validation of the formulation is performed by studying the aerodynamic solution around fuselages and wings, and making comparisons with existing numerical results.

This paper reports the findings of a flutter investigation on a low-pressure turbine blade using a 3D, non-linear, integrated aeroelasticity method. The approach has two important features: (i) the calculations are performed in a time-accurate and integrated fashion, whereby the structural and fluid domains are linked via an exchange of boundary conditions at each time step, and (ii) the analysis is performed on the entire bladed-disk assembly, thus removing the need to assume a critical vibration mode shape. Although such calculations are both CPU and in-core memory intensive, they do not require prior knowledge of the flutter mode and hence allow a better understanding of the aeroelasticity phenomena involved.

The flow is modelled inviscidly but the steady-state viscous effects are accounted for using a distributed loss model. The structural model was obtained from a standard finite element (FE) representation and a large number of assembly modes were included in the calculations. The study focused on three part-speed conditions at which a number of unstable modes were known to exist from the available experimental data. The whole assembly was modelled using about 664,000 mesh points and predictions were made of aeroelastic modal time histories. From these time histories it was possible to identify the forward and backward travelling waves and to deduce the unstable modes of vibration. The theoretical predictions were found to be in very good agreement with the experimental findings.

Integrated modular avionics has been proposed as a means of reducing avionics development and operating costs, by standardisation of avionics hardware and non-application-specific software. With the introduction of integrated modular avionics, there is the possibility of dynamically reconfiguring available resources, to preserve the most critical functions, when failures occur. This paper examines the feasibility of dynamic reconfiguration within the system architectures proposed by ARINC 651 and assesses the potential benefits. The analysis shows that at least two of the architectures proposed by ARINC 651 are well suited to reconfiguration and that although there are certification problems that must be considered, these problems do not appear intractable. Significant benefits, in terms of reduced redundancy, improved availability and higher levels of safety can potentially be obtained. The paper also shows that reconfiguration is only required locally, within a cabinet, and that large benefits are still obtainable even with relatively small cabinet sizes. This reduces the complexity and cost of any reconfiguration scheme and increases flexibility so that any reconfiguration scheme developed can be easily adapted to differing aircraft requirements. The development of an autonomous reconfiguration scheme, in which individual modules determine their own function is particularly attractive, as it can offer reduced susceptibility to common mode failure, and provides fault tolerance within the reconfiguration process itself.