Applications of deep learning to physical simulations such as Computational Fluid Dynamics have recently experienced a surge in interest, and their viability has been demonstrated in different domains. However, due to the highly complex, turbulent, and three-dimensional flows, they have not yet been proven usable for turbomachinery applications. Multistage axial compressors for gas turbine applications represent a remarkably challenging case, due to the high-dimensionality of the regression of the flow field from geometrical and operational variables. This paper demonstrates the development and application of a deep learning framework for predictions of the flow field and aerodynamic performance of multistage axial compressors. A physics-based dimensionality reduction approach unlocks the potential for flow-field predictions, as it re-formulates the regression problem from an unstructured to a structured one, as well as reducing the number of degrees of freedom. Compared to traditional “black-box” surrogate models, it provides explainability to the predictions of the overall performance by identifying the corresponding aerodynamic drivers. The model is applied to manufacturing and build variations, as the associated performance scatter is known to have a significant impact on $ \mathrm{C}{\mathrm{O}}_2 $ emissions, which poses a challenge of great industrial and environmental relevance. The proposed architecture is proven to achieve an accuracy comparable to that of the CFD benchmark, in real-time, for an industrially relevant application. The deployed model is readily integrated within the manufacturing and build process of gas turbines, thus providing the opportunity to analytically assess the impact on performance with actionable and explainable data.

This study investigates the influence of release timing on the trajectory of internal store separation through numerical solutions of continuity, momentum, energy equations and six degrees of freedom equations in a coupled manner. The internal store separation process in advanced fighter aircraft is analysed using computational fluid dynamics (CFD) and six degrees of freedom equations of motion. Initially, the equations of motion are validated by reenacting the Eglin Air Force Base study, an external store separation example with documented experimental results. Subsequently, validation is extended to the M219 cavity problem. In the internal store separation analysis, a cavity with an L/D ratio of 5, a freestream velocity of 0.85 Mach, and a generic store are utilised. Detached eddy simulation (DES) is applied using both static and dynamic mesh techniques in all numerical solutions. The generic store, positioned within a clean cavity with a 90-degree flap angle, was released at two distinct times, corresponding to the points of maximum and minimum gravitational forces. Interestingly, the results show that releasing the store when the normal force acting on it is at its maximum does not necessarily provide an optimal separation. Specifically, when the force coefficient was at its maximum (0.14), the store collided with the cavity door flap after 0.171465 seconds. In contrast, when the force coefficient was at its minimum (-0.04), the store contacted the cavity door after 0.170295 seconds at the same location. Despite the differences in force magnitudes, the trajectories were nearly identical, suggesting that the timing of the release may not have a significant effect on preventing collision. This further emphasises the need for flow control methods to ensure safe and effective store separation.

The Reynolds-averaged Navier–Stokes (RANS) models depend on empirical constants to close the Reynolds stress terms. The empirical constants were obtained using experiments conducted at low Reynolds numbers several decades ago. In this paper, we revisit the turbulent viscosity parameter $C_\mu$, based on the stress–intensity ratio $c^2 = {|\overline {uw}|}/{k}$. Here, $\overline {|uw|}$ and $k$ are the absolute values of the Reynolds stress and turbulent kinetic energy, respectively. Through a priori comparisons, we find that the currently accepted value of $C_\mu = 0.09$ does not agree with the latest direct numerical simulation (DNS) and experimental datasets of wall-bounded turbulent planar flows. Therefore, a new value is suggested by averaging $c^2$ in the equilibrium region, where the production ($\mathcal {P}$) of $k$ is within 10 % of the dissipation rate ($\epsilon$), and consequently, $c^4 \approx C_\mu$. We evaluate flows up to friction Reynolds number $Re_\tau \approx 10\,000$ and find that with increasing $Re_\tau$, $C_\mu$ approaches a value of 0.06, which is almost 50 % lower than the prevalent value of 0.09. Finally, we perform an a priori test with the new (proposed) value of $C_\mu = 0.06$ to show that the estimated turbulent viscosity $\nu _T$ for wall-bounded flows is in much closer agreement with the exact (DNS) values than when $\nu _T$ is estimated using $C_\mu = 0.09$.

The camber morphing of an aerofoil in ground effect was investigated using the FishBAC method and Detached Eddy Simulations with the k-omega SST turbulence model at a Reynolds number of 320,000. The aerofoil was periodically morphed at a start location of 25% chord from the leading edge with a trailing edge deflection range of 0.1% to 3% and morphing frequencies between a Strouhal number of 0.45 to 4 at a constant ground clearance of 10%. Periodically morphing the aerofoil using a sinusoidal function showed that lift and drag increased on the downstroke and decreased on the upstroke in the cycle, resulting in periodic values of lift and drag throughout the cycle. The amplitude of lift and drag increased as the morphing frequency and/or trailing edge deflection increased. It was found that the wake characteristics varied as a function of trailing edge deflection and morphing frequency. For small trailing edge deflections below 0.4% and frequencies below a 2.2 Strouhal number, Kelvin Helmholtz shedding was observed, and above this the wake became chaotic. Large trailing edge deflections showed Von-Karman shedding, where the interaction between the lower counter-clockwise vortex and the ground plane resulted in a jet-like flow that caused forward thrust. For the maximum deflection and morphing frequency tested in this study, reversed Von-Karman shedding was observed, which caused forward thrust from the interaction of the two-shedding counter-rotating vortices. Von-Karman or reversed Von-Karman shedding shows positive thrust generation, however, chaotic shedding should be avoided due to large drag gains. Varying the Reynolds number caused the Strouhal number to change as they depend on the same variables. It was found that the Strouhal number variation had a large effect on the wake, however, the Reynolds number had a minimal effect.

The present work aims to extend the capabilities of DUST, a mid-fidelity aerodynamic solver developed at Politecnico di Milano, for the aerodynamic simulation of rotorcraft applications. With this aim, a numerical element was implemented in the solver obtained by a coupling between the potential unsteady vortex lattice method and viscous aerodynamic data of aerofoil sections available from two-dimensional high-fidelity computational fluid dynamics (CFD) simulations or experimental wind-tunnel tests. The paper describes the mathematical formulation of the method as well as a validation of the implementation performed by comparison with both high-fidelity CFD simulation results and experimental data obtained over aerodynamics and aeroelastic fixed-wing benchmarks. Then, the method was used for the evaluation of the aerodynamic performance of two rotorcraft test cases, i.e. the full-scale proprotor of the XV-15 tiltrotor operating in different flight conditions and two propellers in tandem with overlapping disks. Simulation results comparison with high-fidelity CFD and data from wind tunnel tests highlighted the potentialities and advantages of the implemented approach to be used for the design and investigation of rotorcraft configurations characterised by consistent viscosity effects.

Reynolds Averaged Navier-Stokes (RANS) simulations are performed to investigate the aerodynamic characteristics of the NASA Common Research Model (CRM) in its high-lift (HL) configuration in close proximity to the ground. The RANS simulations are conducted at a moderate Reynolds number of $Re = 5.49 \times {10^6}$ and $M = 0.2$ with the use of the Spalart-Allmaras (SA) turbulence model. out of ground effect (OGE) simulation results are validated against available wind tunnel data before proceeding to in ground effect (IGE) simulations. The obtained computational results in the immediate vicinity of the ground with asymmetric aircraft attitudes demonstrate significant changes in the longitudinal and lateral-directional aerodynamic characteristics, which should be taken into account in flight dynamics analysis of aircraft during take-off and landing in crosswind conditions.

Lateral jets are used to control the missiles and re-entry vehicles at high altitudes. The objective of the research paper is to investigate the effect of lateral jet interaction with the external flow on a blunted nose cone re-entry vehicle configuration and its flight speed. Structured mesh is used for the simulations, and the computational analysis is carried out by Ansys Fluent solver. The simulation results are validated, and the same methodology used for the parametric analysis. Simulations have been carried out at an external flow Mach number 6, 8.1, 12 and 16 at five degree angle-of-attack for jet-off and jet-on conditions. At 8.1 Mach number, the normal force coefficient is decreased by 45.6% due to jet interaction. The lateral jet interaction effectively reduces the nose down pitching moment. At 8.1 Mach number, the pitching moment coefficient was reduced by 48% with the jet-on condition compared to the jet-off condition.

Handling and manipulating flexible porous objects is one of the main challenges in robotics for household and industrial tasks. Improving the design of grippers for flexible objects of manipulation is an important stage in the development of this topic. This article proposes a method of modeling a gripper for porous objects using the finite element method. It identifies the main parameters of the model that will affect the grasping force and the permeability of porous objects. The power characteristics of the obtained gripper model for different supply pressures, with varying porosity of the manipulated objects, are determined. The obtained characteristics are then used to find the correspondence of channel length for three textile materials with different permeable properties. An experimental study of the lifting force is conducted, and a comparison is made with the obtained modeling data for the presented samples. Additionally, using the obtained simulation data, an analysis of the pressure distribution on the surface of the porous object of manipulation is performed. As a result, it is found that the gripping device must use a design with elements to stabilize the distribution of pressure in its chamber, which will increase the stability of the gripping process.

This article presents the results of the first AIAA Stability and Control Prediction Workshop obtained at the U.S. Air Force Academy using the kCFD flow solver of the ${\rm{HPCMP}}\;{\rm{CREAT}}{{\rm{E}}^{{\rm{TM}}}}$ -AV Kestrel simulation tools. The test case considered is a large-scale Common Research Model (CRM) tested at the ONERA S1MA wind tunnel at different transonic speeds and fixed lift coefficient values at zero and non-zero side-slip angles. The computational results include a grid sensitivity analysis and validation with available experimental data. In addition, the Mach number and sting effects on the predicted stability and control values of the test case are investigated. Finally, a system identification method using a regression model is developed and used for prediction of stability and control data. The regression coefficients are estimated from an input signal with varying-frequency changes in the angle-of-attack, pitch rate, and side-slip angle. Once the model was created, it was used to predict the static and dynamic aerodynamic data of the test cases. The results show that the model predictions match very well with calculated CFD data at discrete flow conditions.

Bernoulli pads can create a significant normal force on an object without contact. The radial outflow which creates this force also imposes a significant shear force on the object. Better understanding this shear force can improve pad designs in order to mitigate material deformation and damage, or allow the pads to be used as shear-based cleaning implements. Here, we use computational fluid dynamics to explore the parameter space and show a power-law relationship between the fluid power at the pad inlet and the maximum shear stress. These simulations are validated by a particle tracking velocimetry experiment. A relationship between the maximum shear stress and the inlet Reynolds number is provided, and some implications of the observed scaling relationships are explored.

A spacetime formulation is presented to solve unsteady aerodynamic problems involving large deformation or topological change such as store separation, slat and flap deployment or spoiler deflection. This technique avoids complex CFD meshing methods, such as Chimera, by the use of a finite-volume approach both in space and time, and permits a locally varying real timestep. The use of a central-difference scheme in the time direction can yield non-physical transient solutions as a consequence of information travelling backwards in time. Therefore, an upwind formulation is provided and validated against one-dimensional and two-dimensional test cases. A hybrid formulation (central in space, upwind in time) is also given and unsteady cases are computed for a spoiler and spoiler/flap deployment, with all three formulations compared, demonstrating that the use of an upwind time stencil yields more representative physical solutions and improves the rate of convergence.

This article focuses on the aerodynamic design of a morphing aerofoil at cruise conditions using computational fluid dynamics (CFD). The morphing aerofoil has been analysed at a Mach number of 0.8 and Reynolds number of $3 \times 10^{6}$ , which represents the transonic cruise speed of a commercial aircraft. In this research, the NACA0012 aerofoil has been identified as the baseline aerofoil where the analysis has been performed under steady conditions at a range of angles of attack between $0^{^{\kern1pt\circ}}$ and $3.86^{^{\kern1pt\circ}}$ . The performance of the baseline case has been compared to the morphing aerofoil for different morphing deflections ( $w_{te}/c = [0.005 - 0.1]$ ) and start of the morphing locations ( $x_{s}/c = [0.65 - 0.80]$ ). Further, the location of the shock wave on the upper surface has also been investigated due to concerns about the structural integrity of the morphing part of the aerofoil. Based upon this investigation, a most favourable morphed geometry has been presented that offers both, a significant increase in the lift-to-drag ratio against its un-morphed counterpart and has a shock location upstream of the start of the morphing part.

The cost of Reynolds-Averaged Navier-Stokes simulations can be restrictive to implement in aeromechanics design and analysis of vertical lift configurations given the cost to resolve the flow on a mesh sufficient to provide accurate aerodynamic and structural loads. Dual-solver hybrid methods have been developed that resolve the configuration and the near field with the Reynolds-Averaged Navier-Stokes solvers, while the wake is resolved with vorticity-preserving methods that are more cost-effective. These dual-solver approaches can be integrated into an organisation’s workflow to bridge the gap between lower-fidelity methods and the expensive Reynolds-Averaged Navier-Stokes when there are complex physics present. This paper provides an overview of different dual-solver hybrid methods, coupling approaches, and future efforts to expand their capabilities in the areas of novel configurations and operations in constrained and turbulent environments.

A new method for predicting manoeuvre loads on a large transport aircraft with a swept-back wing and a load alleviation system based on control surface deflections is developed. For this purpose, three-dimensional Reynolds-averaged Navier–Stokes (RANS) simulations of the rigid wing–fuselage configuration are performed while the aerodynamics of the tailplane are estimated by means of handbook methods. For a closer analysis, different quasi-steady pitching manoeuvres are chosen based on the CS-25 regulations. One of these manoeuvres is also simulated with active load alleviation, leading to a reduction in the wing-root bending moment by more than 40%. Besides demonstrating the potential of the considered load alleviation system, it is shown which manoeuvres are especially critical in this context and which secondary effects come along with load alleviation.

Increasingly agile manoeuvre is an advantage in the flight of aircraft, missiles and aerial vehicles, but the principles of accelerating aerodynamics in the transonic regime are only now being fully investigated. This study contributes to the understanding of shock and separation effects on drag during axial acceleration, using a simple geometric configuration. Unsteady shock wave behavior was numerically investigated for an axisymmetric cone-cylinder using a commercial solver and the Moving Reference Frame acceleration technique. This acceleration technique was validated using unsteady numerical and experimental methods. The cone-cylinder was accelerated from Mach number 0.6 to Mach number 1.2 at 100g constant and deceleration was from Mach number 1.2 until Mach number 0.6 at –100g constant. Three cone angles were tested for the cone-cylinder with uniform cylinder diameter. Acceleration through the transonic Mach regime was characterised by a delayed and gradual shock wave development when compared to steady state, demonstrating a clear flow history effect. Deceleration through the transonic Mach regime was characterised by shock wave propagation from the base to the nose. New flow structures appeared during deceleration that do not have counterparts in the steady state, including shock interactions and propagating expansion-compression features. Gross changes in the unsteady drag coefficient curves for each cone-angle are explained with reference to unsteady shock wave behaviour for accelerating and decelerating motion.

Camber morphing is an effective way to control the lift generated by any aerofoil and potentially improve the range (as measured by the lift-to-drag ratio) and endurance (as measured by $C_l^{3/2}/C_d$ ). This can be especially useful for fixed-wing Unmanned Aerial Vehicles (UAVs) undergoing different flying manoeuvres and flight phases. This work investigates the aerodynamic characteristics of the NACA0012 aerofoil morphed using a Single Corrugated Variable-Camber (SCVC) morphing approach. Structural analysis and morphed shapes are obtained based on small-deformation beam theory using chain calculations and validated using finite-element software. The aerofoil is then reconstructed from the camber line using a Radial Basis Function (RBF)-based interpolation method (J.H.S. Fincham and M.I. Friswell, “Aerodynamic optimisation of a camber morphing aerofoil,” Aerosp. Sci. Technol., 2015). The aerodynamic analysis is done by employing two different finite-volume solvers (OpenFOAM and ANSYS-Fluent) and a panel method code (XFoil). Results reveal that the aerodynamic coefficients predicted by the two finite-volume solvers using a fully turbulent flow assumption are similar but differ from those predicted by XFoil. The aerodynamic efficiency and endurance factor of morphed aerofoils indicate that morphing is beneficial at moderate to high lift requirements. Further, the optimal morphing angle increases with an increase in the required lift. Finally, it is observed for a fixed angle-of-attack that an optimum morphing angle exists for which the aerodynamic efficiency becomes maximum.

An electric propulsion model for propeller-driven aircraft is developed with the aim of minimising the power consumption for a given airspeed and thrust. Blade Element Momentum Theory (BEMT) is employed for propeller performance predictions fed with aerodynamic aerofoil data obtained from a proposed combined Computational Fluid Dynamics (CFD)–Montgomerie method, which is also validated. The Two-Dimensional (2D) aerofoil data are corrected to consider compressibility, three-dimensional, viscous and Reynolds-number effects. The BEMT model showed adequate fitting with experimental data from the University of Illinois Urbana Champaign (UIUC) database. Additionally, Goldstein optimisation via vortex theory is employed to design pitch and chord distributions minimising the induced losses of the propeller. Particle swarm optimisation is employed to find the optimal value for a wide range of geometrical and operational parameters considering some constraints. The optimisation algorithm is validated through a study case where an existing optimisation problem is approached, leading to very similar results. Some trends and insights are obtained from the study case and discussed regarding the design of an optimal propulsion system. Finally, CFD simulations of the study case are carried out, showing a slight relative error of BEMT.