Correction notice The CL in the title of Fig. 7(b) was corrected from 0.4 in the original version to CL=1.0. (a) Climb local lift spanwise distribution at CL=1 0 0.2 0.4 0.6 0.8 1 0 5 10 10-3 0 0.2 0.4 0.6 0.8 1 0 5 10 10-3 (b) Solid line (suction side)-dashed line (pressure side) Fig. 7 Local lift coefficient distribution with a selected friction coefficient of one section.

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This study investigates the aerodynamic benefits of integrating trailing edge camber morphing on the strut of a regional strut-braced wing aircraft designed to cruise at Mach number of 0.5. Strut-braced wings are recognized for their weight advantages in high aspect ratio designs compared to the equivalent cantilever wings since the strut decreases the main wing’s bending moment. Hence, the induced drag component can be reduced due to the high aspect ratio without increasing the weight of the main wing. However, the strut increases the parasite drag component highlighting the need for innovative methods to improve the strut-braced wing overall aerodynamic efficiency. Recent studies have shown the significance of strut shape in the overall drag reduction and the necessity of maintaining high aerodynamic efficiency in off-design conditions. In this work, a genetic algorithm was utilized in conjunction with a mid-fidelity aerodynamic model to optimize the morphing strut trailing edge geometry across a range of climb and cruise conditions. The optimization objective was the minimization of drag and the design variables were the equivalent trailing edge deflection angles in seven sections of the strut. The results demonstrate a drag reduction of 0.5% to 3% both in climb and cruise. For lift coefficients below 0.8, the drag reduction is mainly attributed to the redistribution of the loading and the induced drag component reduction. In contrast, at lift coefficients above 0.8, the parasite drag component decreases due to the increased region of laminar flow over the upper wing surface.@en

Motivated by the potential benefit of Strut-Braced Wing (SBW) configurations in reducing fuel burn, this manuscript investigates the noise generated by the interaction between the propeller slipstream and the SBW. The flow field on a regional transport aircraft is computed in high-lift condition by means of a high-fidelity Lattice Boltzmann solver with very large eddy simulation approach. The acoustic far field is obtained using the Ffowcs-Williams and Hawkings acoustic analogy. The analysis shows that the main aeroacoustic effect due to the interaction between the SBW and the propeller slipstream is the emergency of a tonal noise scattering from the region bounded by the pressure side of the main wing and the suction side of the strut at twice the blade passing frequency.@en