The aerodynamic performance of an ultra-high aspect ratio strut-braced wing design is assessed for flight at cruise. The sensitivity of a selected airframe design from a recent CleanSky2 project to operating conditions around the design point is quantified using the adaptive-cut high-dimensional model representation (HDMR) method, which allows for the decomposition of the parameter space into smaller subdomains to isolate the parameter interactions and influence on the aerodynamic forces. A comparative analysis with a cantilever wing configuration is performed to identify the role of the strut on the sensitivity of the design. Insight into the transonic performance is gained by characterisation of buffet limits and drag rise. Results show that, for the selected optimised airframe configuration, small changes in freestream parameters can lead to significant reduction in performance due to drag divergence triggered by the shock wave generated at the strut-wing junction and at the fuselage-strut intersection. Cruise conditions can be achieved without buffet onset throughout much of the parameter space. Safety margins associated with buffeting are satisfied, but sensible limits are imposed on the flight envelope for this configuration.

Aerodynamic loads play a central role in many fluid dynamics applications, and we present a method for identifying the structures (or modes) in a flow that make dominant contributions to the time-varying aerodynamic loads in a flow. The method results from the combination of the force partitioning method (Menon & Mittal, 2021, J. Fluid Mech., vol. 907, A37) and modal decomposition techniques such as Reynolds decomposition, triple decomposition and proper orthogonal decomposition, and is applied here to three distinct flows – two-dimensional flows past a circular cylinder and an aerofoil, and the three-dimensional flow over a revolving rectangular wing. We show that the force partitioning method applied to modal decomposition of velocity fields results in complex, and difficult to interpret inter-modal interactions. We therefore propose and apply modal decomposition directly to the $Q$-field associated with these flows. The variable $Q$ is a nonlinear observable that is typically used to identify vortices in a flow, and we find that the direct decomposition of $Q$ leads to results that are more amenable to interpretation. We also demonstrate that this modal force partitioning can be extended to provide insights into the far-field aeroacoustic loading noise of these flows.

Here, we show that the thrust force of oscillating airfoils calculated within the linearised potential flow approach by means of the vortex impulse theory coincides with the one resulting from the integration of the unsteady pressure distribution around the solid obtained by Garrick (1936) when the vertical component of the wake velocity is calculated self-consistently and the analysis retains the contribution of the flux of horizontal momentum induced by the starting vortex. The limitations of the self-consistent linearised potential flow approach for predicting the thrust force of airfoils oscillating periodically with small amplitudes but large values of the reduced frequency are also discussed, as well as the reasons behind the ability of other results in the literature to approximate measurements better than Garrick’s theory. In fact, for those cases in which the airfoil oscillates periodically, the flux of horizontal momentum induced by the starting vortex is negligible and the vortices in the wake are convected parallel to the free-stream velocity, we have deduced an equation for the mean thrust coefficient which differs from previously published results and is in agreement with experimental and numerical results. In addition, for those cases in which the airfoil is suddenly set into motion, we have also deduced an equation that retains the effect of the starting vortex and correctly quantifies the transient thrust force.

Closed-form expressions for aerodynamic force on an accelerating aerofoil were presented in the 1930s, relating instantaneous force to geometric and kinematic parameters under the following assumptions: a thin aerofoil, small-amplitude motions, planar wake development, and a flow that is inviscid, incompressible and two-dimensional. The present work is a step towards analogous closed-form expressions for large-amplitude motions of thick foils when the flow remains attached and boundary-layer thickness approaches (but does not equal) zero. A mathematical framework is derived from vortical flow theory to highlight the finite degrees of freedom that must be solved or predicted in order to yield a predictive aerodynamic model under the stated conditions. The special case of periodic motion is further considered, and an equation is derived to calculate mean forces from known or assumed time histories of circulation, vorticity-weighted mean wake convection velocity and trailing-edge velocity.

Aerodynamic investigations are crucial for the efficient design of Lighter-than-Air (LTA) systems. This study explores the aerodynamic characteristics of conventional and multi-lobed airships, motivated by the growing interest in LTA systems due to advancements in materials science, energy sources, aerodynamics, propulsion technology and control systems. The study employs the k-epsilon turbulence model, which is well-suited for turbulent flow simulations, and the Semi-Implicit Method for Pressure Linked Equations (SIMPLE) algorithm, known for its effectiveness in pressure-velocity coupling in fluid dynamics simulations. The results indicate that multi-lobed airships offer enhanced aerodynamic efficiency over conventional designs. Detailed analyses of lift and drag coefficients provide insights into aerodynamic performance, guiding the optimisation of airship designs for improved efficiency. The findings of this study support the development of more aerodynamically efficient airship designs, which can serve as cost-effective, energy-efficient and quieter alternatives to traditional aircraft, particularly for applications such as surveillance, cargo transport and scientific research.

Highly resolved simulations reveal the fundamental influence of a carrier fluid’s flow dynamics on triboelectric powder charging. We found that particles transported through a square-shaped duct charge faster than in a channel flow caused by secondary flows that led to more severe particle–wall collisions. Specifically, particles with a Stokes number of 4.69 achieve 85 % of their equilibrium charge approximately 1.5 times faster in duct flow than in channel flow. Also, charge distribution is more uniform in a duct cross-section compared with a channel cross-section. In channel flow, particles are trapped near the walls and collide frequently due to limited movement in the wall-normal direction, causing localized charge buildup. In contrast, duct flow promotes better mixing through secondary flows, reducing repeating collisions and providing uniform charge distribution across the cross-section. Upon charging, electrostatic forces significantly reshape particle behaviour and distribution. Once the powder achieves half of its equilibrium charge, particles increasingly accumulate at the wall, leading to a reduced concentration in the central region. These changes in particle distribution have a noticeable impact on the surrounding fluid phase and alter the overall flow dynamics. These findings open the possibility for a new measure to control powder charging by imposing a specific pattern.

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.

Numerical solutions of partial differential equations require expensive simulations, limiting their application in design optimization, model-based control, and large-scale inverse problems. Surrogate modeling techniques aim to decrease computational expense while retaining dominant solution features and characteristics. Existing frameworks based on convolutional neural networks and snapshot-matrix decomposition often rely on lossy pixelization and data-preprocessing, limiting their effectiveness in realistic engineering scenarios. Recently, coordinate-based multilayer perceptron networks have been found to be effective at representing 3D objects and scenes by regressing volumetric implicit fields. These concepts are leveraged and adapted in the context of physical-field surrogate modeling. Two methods toward generalization are proposed and compared: design-variable multilayer perceptron (DV-MLP) and design-variable hypernetworks (DVH). Each method utilizes a main network which consumes pointwise spatial information to provide a continuous representation of the solution field, allowing discretization independence and a decoupling of solution and model size. DV-MLP achieves generalization through the use of a design-variable embedding vector, while DVH conditions the main network weights on the design variables using a hypernetwork. The methods are applied to predict steady-state solutions around complex, parametrically defined geometries on non-parametrically-defined meshes, with model predictions obtained in less than a second. The incorporation of random Fourier features greatly enhanced prediction and generalization accuracy for both approaches. DVH models have more trainable weights than a similar DV-MLP model, but an efficient batch-by-case training method allows DVH to be trained in a similar amount of time as DV-MLP. A vehicle aerodynamics test problem is chosen to assess the method’s feasibility. Both methods exhibit promising potential as viable options for surrogate modeling, being able to process snapshots of data that correspond to different mesh topologies.

This paper proposes to solve the vortex gust mitigation problem on a 2D, thin flat plate using onboard measurements. The objective is to solve the discrete-time optimal control problem of finding the pitch rate sequence that minimizes the lift perturbation, that is, the criterion where is the lift coefficient obtained by the unsteady vortex lattice method. The controller is modeled as an artificial neural network, and it is trained to minimize using deep reinforcement learning (DRL). To be optimal, we show that the controller must take as inputs the locations and circulations of the gust vortices, but these quantities are not directly observable from the onboard sensors. We therefore propose to use a Kalman particle filter (KPF) to estimate the gust vortices online from the onboard measurements. The reconstructed input is then used by the controller to calculate the appropriate pitch rate. We evaluate the performance of this method for gusts composed of one to five vortices. Our results show that (i) controllers deployed with full knowledge of the vortices are able to mitigate efficiently the lift disturbance induced by the gusts, (ii) the KPF performs well in reconstructing gusts composed of less than three vortices, but shows more contrasted results in the reconstruction of gusts composed of more vortices, and (iii) adding a KPF to the controller recovers a significant part of the performance loss due to the unobservable gust vortices.

So much has been written about Frederick W. Lanchester over the years, it is hard to imagine finding something new to discuss about his efforts in aerodynamics. Many of the previous Lanchester Memorial Lectures discussed topics such as wing aerodynamics, aircraft concepts and design, unsteady rotor aerodynamics, aerodynamics research and a wide variety of other related aerodynamic topics. However, there has never been a lecture about Lanchester’s book Aerodynamics as a tool for aerodynamics education in the early 20th century. The lecture will discuss his book relative to other aerodynamics books before and after 1907, and uncover how Lanchester’s book had a very distinct, and important, contribution to make for aerodynamic education.

Stall cells are transverse cellular patterns that often appear on the suction side of airfoils near stalling conditions. Wind-tunnel experiments on a NACA4412 airfoil at Reynolds number ${Re}=3.5 \times 10^5$ show that they appear for angles of attack larger than $\alpha = 11.5^{\circ }\ (\pm 0.5^{\circ })$. Their onset is further investigated based on global stability analyses of turbulent mean flows computed with the Reynolds-averaged Navier–Stokes (RANS) equations. Using the classical Spalart–Allmaras turbulence model and following Plante et al. (J. Fluid Mech., vol. 908, 2021, A16), we first show that a three-dimensional stationary mode becomes unstable for a critical angle of attack $\alpha = 15.5^{\circ }$ which is much larger than in the experiments. A data-consistent RANS model is then proposed to reinvestigate the onset of these stall cells. Through an adjoint-based data-assimilation approach, several corrections in the turbulence model equation are identified to minimize the differences between assimilated and reference mean-velocity fields, the latter reference field being extracted from direct numerical simulations. Linear stability analysis around the assimilated mean flow obtained with the best correction is performed first using a perturbed eddy-viscosity approach which requires the linearization of both RANS and turbulence model equations. The three-dimensional stationary mode becomes unstable for angle $\alpha = 11^{\circ }$ which is in significantly better agreement with the experimental results. The interest of this perturbed eddy-viscosity approach is demonstrated by comparing with results of two frozen eddy-viscosity approaches that neglect the perturbation of the eddy viscosity. Both approaches predict the primary destabilization of a higher-wavenumber mode which is not experimentally observed. Uncertainties in the stability results are quantified through a sensitivity analysis of the stall cell mode's eigenvalue with respect to residual mean-flow velocity errors. The impact of the correction field on the results of stability analysis is finally assessed.

Aerothermodynamic characteristics of a sphere in a subsonic flow are calculated over a broad range of gas rarefaction by the direct simulation Monte Carlo method based on ab initio interatomic potentials and Cercignani–Lampis surface scattering kernel. Calculations of the drag and average energy transfer coefficients are performed for various noble gases in the range of Mach number from 0.1 to 1. The obtained results point out that the influence of the interatomic potential is weak in subsonic flows. A comparison of the present results with a linear theory shows that the numerical solutions at Mach number equal to 0.1 are close to those obtained from the linearized kinetic equation in the transitional and free-molecular regimes. In the near-continuum flow regime, the difference between the present solution and the linear theory is significant. To reveal the effects of the gas–surface accommodation, a few sets of the tangential momentum and normal energy accommodation coefficients are considered in simulations. It is shown that the effect of the accommodation coefficients on the sphere drag is not trivial, and, for non-diffuse scattering, the drag coefficient can be either larger or smaller than that for diffuse scattering. The effect of the sphere temperature is also investigated and the calculated values of the average energy transfer coefficient are used to find the Stanton number, recovery factor and adiabatic surface temperature. The numerical results for the sphere drag and energy transfer are compared with the semi-empirical fitting equations known from the literature.

Open rotors can play a critical role towards transitioning to a more sustainable aviation by providing a fuel-efficient alternative. This paper considers the sensitivity of an open-rotor engine to variations of three operational parameters during take-off, focusing on both aerodynamics and aeroacoustics. Via a sensitivity analysis, insights to the complex interactions of aerodynamics and aeroacoustics can be gained. For both the aerodynamics and aeroacoustics of the engine, numerical methods have been implemented. Namely, the flowfield has been solved using unsteady Reynolds Averaged Navier Stokes and the acoustic footprint of the engine has been quantified through the Ffowcs Williams-Hawking equations. The analysis has concluded that the aerodynamic performance of the open rotor can decisively be impacted by small variations of the operational parameters. Specifically, blade loading increased by 9.8% for a 5% decrease in inlet total temperature with the uncertainty being amplified through the engine. In comparison, the aeroacoustic footprint of the engine had more moderate variations, with the overall sound pressure level increasing by up to 2.4dB for a microphone lying on the engine axis and aft of the inlet. The results signify that there is considerable sensitivity in the model and shall be systematically examined during the design or optimisation process.

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.

Stable separation is a crucial condition that must be met in order for combined aircraft to successfully engage in cooperative flight. In order to achieve the desired fast and controlled separation, this paper proposes a novel design for a torque-driven compliant separation mechanism. By taking into account the compliance characteristics of a sinusoidal acceleration function curve, a mechanical model for the separation mechanism is developed. By utilising the Coulomb friction law, an accurate determination of the aerodynamic load distribution under various conditions is achieved. Subsequently, the relationship between the unlocking moment and the aerodynamic load is derived based on these findings. Through the utilisation of the finite element method, a model of the separation mechanism is generated. To ensure the safety and reliability of the compliant separation mechanism, the mechanical properties of the structural materials are thoroughly analysed under the maximum aerodynamic load. Subsequently, the separation mechanism structure is constructed and subjected to testing in order to showcase the compliance characteristics. In addition, this paper conducts a simulation to analyse the impact of flight speed and angle-of-attack on the separation process. By doing so, the optimal conditions for separation are determined. The methods and findings presented in this study have the potential to contribute valuable insights to the design of combined aircraft.

Changes in flight stability characteristics at the advanced stage of aircraft design are complex and require thorough investigations. This paper examines the impact of wing strake modification on high-performance aircraft using computational fluid dynamics (CFD). The dynamic behaviour is calculated using the forced oscillation technique, while the effect of geometric variation on longitudinal stability characteristics is extensively studied. Steady-state experimental data is utilised to validate the computational setup. Static aerodynamic coefficients, dynamic stability derivatives and the positions of aerodynamic and pressure centres are employed to quantify the changes. Furthermore, the alterations in stability characteristics are correlated with flow physics. The results indicate a reduction in longitudinal static and dynamic stability at various flight conditions due to the proposed modification. This deliberate reduction was necessary to accommodate the installation of a fly-by-wire system. The discussed design changes have been effectively implemented on an in-service aircraft.

Shock waves are of great interest in many fields of science and engineering, but the mechanisms of their formation, maintenance and dissipation are still not well understood. While all transport processes existing in a shock wave contribute to its compression and irreversibility, they are not of equal importance. To figure out the roles of viscosity and heat conduction in shock transition, the existence of smooth shock solutions and the counter-intuitive entropy overshoot phenomenon (the specific entropy is not monotonically increasing and exhibits a peak inside the shock front) are theoretically and numerically investigated, with emphasis on the effects of viscosity and heat conduction. Instead of higher-order hydrodynamics, the Navier–Stokes formalism is employed for its stability and simplicity. Supplemented with nonlinear thermodynamically consistent constitutive relations, the Navier–Stokes equations are adequate to demonstrate the general nature of shock profiles. It is found that heat conduction cannot sustain strong shocks without the presence of viscosity, while viscosity can maintain smooth shock transition at all strengths, regardless of heat conduction. Hence, the critical role in shock compression is played by viscosity rather than heat conduction. Nevertheless, the dispensability of heat conduction would not compromise its essential role in the emergence of an entropy peak. It is the entropy flux resulting from heat conduction that neutralises the positive entropy production and thus prevents the decreasing entropy from violating the second law of thermodynamics. This mechanism of entropy overshoot has not been addressed previously in the literature and is revealed using the entropy balance equation.

The wake of two tandem square cylinders of identical width (d) is experimentally studied, with a view to understanding the dependence of the flow structure, aerodynamics forces and Strouhal number on the centre-to-centre spacing ratio L/d and Reynolds number Re, where L is the distance between the cylinder centres. Extensive measurements are carried out, using hot-wire, particle imaging velocimetry, laser-induced fluorescence flow visualization, surface-oil-flow visualization and surface pressure scanning techniques, for L/d = 1.0 ~ 5.0 and Re ≡ U∞d/ν = 2.8 × (103 ~ 104), where U∞ is the free-stream velocity and ν is the kinematic viscosity of the fluid. The flow is classified into four regimes, i.e. the extended-body (L/d ≤ 1.5–2.0), reattachment (1.5–2.0 < L/d < 2.7–3.2), co-shedding (L/d ≥ 3.0–3.4) and transition (2.7 ≤ L/d ≤ 3.3) where both reattachment and co-shedding phenomena may take place. The mean drag and fluctuating drag and lift exhibit distinct features for different flow regimes, which is fully consistent with the proposed flow classification. Comparison is made between this flow and the wake of two tandem circular cylinders, which provides valuable insight into the profound effect of the flow separation point and the presence of sharp corners on the flow development and classification.