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This paper aims to compare three closed non-planar wing configurations with a reference conventional wing-plus-horizontal tail aircraft, considering structural aspects, weights and aerodynamic characteristics, as well as operational issues, such as cruise performance.

A vortex lattice code is used and coupled with an in-house code for structural beam calculation subroutine to evaluate the configurations as a function of the four main parameters identified in the study.

The study concludes that the non-planar wing configurations have better performances than a conventional aircraft. Moreover, the joined-wing configuration seems to be better than the others, including the box-wing configuration, achieving an increase of 17 per cent in the range for maximum payload compared to the reference aircraft and a 3 per cent reduction of maximum take-off weight.

In the study, characteristic tools for a conceptual design are used, and, thus, absolute results should be considered with caution. Nonetheless, as all the cases are studied in the same way, there is a good precision in comparative or relative results.

The work shows that the non-planar wing configurations can be used as an alternative to the conventional aircraft to meet the objectives for the future of the aviation industry.

Non-planar wing configurations are able to reduce fuel consumption. Their use could lead to reductions in pollutant emissions and the impact on the environment of commercial aviation.

This study considers aerodynamic and structural aspects at the same time, as well as several non-planar wing configurations, making possible to obtain a more realistic comparison between them.

This paper aims to report on the physical distortions associated with the use of additive manufactured components for wind tunnel testing and procedures adopted to correct for them.

Wings of a joined-wing test aircraft configuration were fabricated with additive manufacturing and tested in a subsonic closed-loop wind tunnel. Wing deflections were observed during testing and quantified using image-processing procedures. These quantified deflections were then incorporated into numerical simulations and results had agreed with wind tunnel measurement results.

Additive manufacturing provides cost-effective wing components for wind tunnel test components with fast turn-around time. They can be used with confidence if the wing deflections could be accounted for systematically and accurately, especially at the region of aerodynamic stall.

Significant wing flutter and unsteady deflections were encountered at higher test velocities and pitch angles. This reduced the accuracy in which the wing deflections could be corrected. Additionally, wing twists could not be quantified as effectively because of camera perspectives.

This paper shows that additive manufacturing can be used to fabricate aircraft test components with satisfactory strength and quantifiable deflections for wind tunnel testing, especially when the designs are significantly complex and thin.

The purpose of this paper is to present the methodology and approach adapted to conduct a wind tunnel experiment on the inverted joined-wing airplane flying model together with the results obtained.

General assumptions underlying the dual-use model design are presented in this paper. The model was supposed to be used for both wind tunnel tests and flight tests that significantly drive its size and internal structure. Wind tunnel tests results compared with the outcome of computational fluid dynamics (CFD) were used to assess airplane flying qualities before the maiden flight was performed.

Extensive data about the aerodynamic characteristics of the airplane were collected. Clean configurations in symmetric and asymmetric cases and also configurations with various control surface deflections were tested.

The data obtained experimentally made it possible to predict the performance and stability properties of the unconventional airplane and to draw conclusions on improvements in further designs of this configuration.

The airplane described in this paper differs from frequently analyzed joined-wing configurations, as it boasts a front lifting surface attached at the top of the fuselage, whereas the aft one is attached at the bottom. The testing technique involving the application of a dual-use model is also innovative.

The purpose of this paper is to explore the possibilities of introducing a number of visionary and pioneering ideas and upcoming enabling technologies for a conceptual and aerodynamic design of green business jet aircraft to meet various requirements within Green and N + 2 Aircraft framework, and at the same time, to meet the requirements of air transportation demand, economic growth and environmental conservation.

A synthesis of various aircraft design methodologies has been carried out through iterative optimization to arrive at the conceptually designed aircraft with novel concept with optimum performance within the subsonic flight regimes. Major ideas derived from D8 and other novel concepts are appropriately applied in the work, which starts with fuel efficient motivation, and followed by wing aerodynamics and other critical factors related to the design requirements and objectives.

Through a meticulous effort following the synthesized design methodologies in the conceptual design phase, a conceptual design of a quad-bubble business jets with a set of specifications that meet the green and N + 2 aircraft technology requirements and exhibit promising performances is proposed and assessed within recent aircraft technology development.

The research work is limited to conceptual design and analytical work which should be followed by further iterative steps incorporating experiments and detailed structural and aerodynamic computations.

The conceptual design proposed can be utilized as a baseline for further practical step in an aircraft development project.

The conceptual design proposed could be utilized for business and economic study for future air transportation system.

The work is original, incorporating review of state-of-the-art technology, environmental requirements and a synthesis of a novel product.

The purpose of this paper is to make an analytical comparison of two vertical tail models from a structural point of view.

The original vertical tail design of PZL-106BT aircraft was used for Computer aided design (CAD) modeling and for creating the finite element model.

The nodal displacements, Von-Mises stresses and Buckling factors for two vertical tail models have been found using the finite element method. The idea of a possible Multidisciplinary concept assessment and design (MDCAD) concept was presented.

The used software analogy introduces an idea of having an automated calculation procedure within the framework of MDCAD.

The aircraft used for calculation had undergone a modification in its vertical tail length, as there was an urgent need to calculate for the plane’s manufacturer, PZL Warszawa – Okecie.

A conceptual design method for composite material stiffened panels used in aircraft tail structures and unmanned aircraft has been developed to bear compression and shear loads.

The method is based on classical laminated theory to fulfil the requirement of building a fast design tool, necessary for this preliminary stage. The design criterion is local and global buckling happen at the same time. In addition, it is considered that the panel does not fail due to crippling, stiffeners column buckling or other manufacturing restrictions. The final geometry is determined by minimising the area and, consequently, the weight of the panel.

The results obtained are compared with a classical method for sizing stiffened panels in aluminium. The weight prediction is validated by weight reductions in aircraft structures when comparing composite and aluminium alloys.

The work is framed in conceptual design field, so hypotheses like material or stiffeners geometry shall be taken a priori. These hypotheses can be modified if it is necessary, but even so, the methodology continues being applicable.

The procedure presented in this paper allows designers to know composite structure weight of aircraft tails in commercial aviation or any lifting surface in unmanned aircraft field, even for unconventional configurations, in early stages of the design, which is an aid for them.

The contribution of this paper is the development of a new rapid methodology for conceptual design of composite panels and the feasible application to aircraft tails and also to unmanned aircraft.

The purpose of this paper is to present a formulation that couples equivalent plate and beam models for aircraft structures analysis, suitable in conceptual design in which fast model generation and efficient analysis capability are required.

Assembling the complete model with common techniques such as Lagrange multipliers or penalty function method would require a solver capable of handling the combined set of linear equation. The alternative approach proposed here is based on a static reduction of the beam model at specified connection points and the subsequent “embedding” into the equivalent plate model using a coordinate transformation, translating physical dfs in Ritz coordinates, i.e. polynomial coefficients. Displacements and forces on beam elements are recovered with the inverse transformation once the solution is computed.

An aeroelastic trim analysis on a Transonic CRuiser (TCR) civil aircraft conceptual model validates the hybrid model: as the TCR features a slender flexible fuselage and a wide root chord wing, the capability to reduce the beam model for the fuselage at more than one connection point improved aeroelastic corrections to steady longitudinal aerodynamic derivatives.

Although the equivalent model proposed is simpler than others found in literature, it offers automatic mesh generation capabilities, and it is fully integrated into an aeroelastic framework. The hybrid model represents an enhancement allowing both dynamical and static analyses.

The paper aims to apply numerical optimization to the aircraft design procedures applied in the airspace industry.

It is harder than ever to achieve competitive construction. This is why numerical optimization is becoming a standard tool during the design process. Although optimization procedures are becoming more mature, yet in the industry practice, fairly simple examples of optimization are present. The more complicated is the task to solve, the harder it is to implement automated optimization procedures. This paper presents practical examples of optimization in aerospace sciences. The methodology is discussed in the article in great detail.

Encountered problems related to the numerical optimization are presented. Different approaches to the solutions of the problems are shown, which have impact on the time of optimization computations and quality of the obtained optimum. Achieved results are discussed in detail with relation to the used settings.

Investigated different aspects of handling optimization problems, improving quality of the obtained optimum or speeding-up optimization by parallel computations can be directly applied in the industry optimization practice. Lessons learned from multidisciplinary optimization can bring industry products to higher level of performance and quality, i.e. more advanced, competitive and efficient aircraft design procedures, which could be applied in the industry practice. This can lead to the new approach of aircraft design process.

Introduction of numerical optimization methods in aircraft design process. Showing how to solve numerical optimization problems related to advanced cases of conceptual and preliminary aircraft design.

A review is attempted with the objective to indicate the most promising aeronautical technology for application to future subsonic civil transport aircraft.

A methodology is put forward, according to which direct operating costs (DOC) are examined in order to identify those that can be reduced, and, then, specific technology is assessed in relation to its efficiency in reducing these DOC, operational feasibility and cost‐effectiveness.

This assessment suggests the selection of propfan and powered lift as the leading future aeronautical technology. These findings are supported by a comparison of a number of advanced technology designs.

Provides a starting point for further investigation of advanced aeronautical technology and unconventional configurations for large subsonic civil transport aircraft.