To address the environmental impact of air travel, the industry has introduced various solutions, including sustainable fuels and new aircraft configurations. The Flying V is one such concept that promises a 20% reduction in fuel consumption compared to its most advanced competitor. Unlike traditional commercial airplanes, the Flying V is a tailless flying-wing design without a tubular fuselage, horizontal, and vertical tailplane, using elevons and winglets featuring rudders for control.
This study aimed to optimize the wing geometry of the Flying V aircraft to minimize induced drag under specific subsonic conditions (M = 0.6) and a given lift coefficient of 0.26. The approach combined a Vortex Lattice Method (VLM) with an optimization algorithm, specifically using the Athena Vortex Lattice (AVL) software for aerodynamics calculations. A low-fidelity method, such as a VLM, allows a faster and deeper exploration of the design space than a high-fidelity method like Computational Fluid Dynamics (CFD).
To improve the Flying V's design, a simpler parameterization was introduced to represent the complex model of the Outer Mold Line (OML) of the aircraft. It involved eight sections along half the wingspan. The inboard wing sections were parameterized in a wire-frame style, with the front part representing the location of the passengers' cabin, requiring fixed dimensions and inclination to accommodate a suitable cabin floor, and the aft part allowed to be rotated. The other sections' geometry was mainly described by the total inclination angle. The design vector included the aft angles of the first three sections, the total incidence angle of the last four sections, and the dihedral of the outboard wing, which is useful to ensure a straight hinge line for control power. A total of 8 design variables were utilized during the optimization process. Two aerodynamic constraints were implemented to ensure feasible optimized results. The first constraint was related to the resulting angle of attack computed by AVL based on the defined geometry and lift coefficient input. Such constraint was necessary to control the total inclination of the passengers' cabin during cruise. The second constraint was imposed as a measure to control the aircraft's stability margin. In addition, a simplified empirical viscous module was introduced to get a better estimation of the total lift-to-drag ratio and a sensitivity analysis was performed to assess the impact of each variable on the model’s output.
The final design showed a 4.38% increase in lift-to-drag ratio compared to the initial design and a 10.5% reduction in induced drag coefficient. Furthermore, the optimized lift distribution showed an averaged elliptical shape with respect to the initial design. This showcases the significant enhancements achieved in the aerodynamic performance of the optimized configuration.

At a time when there is a distinct drive for accelerated sustainability the Flying V is a promising new aircraft configuration with the potential for significantly higher efficiency than the current state-of-the-art. Up until this point the Landing Gear layout has only been investigated at an aircraft-level meaning there is limited knowledge on the systems integration with the surrounding environment. Given that the landing gear is a safety-critical component that makes up to 5\% of the MTOW, the parameters which drive the weights effects must be understood. The aim of this thesis which is to increase the fidelity of the weight estimation of an operationally-feasible main landing gear by maximising the use of physics-based calculations. The model development is performed in collaboration with the Airbus Future Projects Office in Hamburg.

The previous landing gear topology is first refined to address certain complexities in the kinematic design which do not align with typical commercial operations. The refined kinematic significantly reduces size of the lower wing fairing and reduces the added bogie rotation in the previous design. The primary components of mechanism are deemed operationally feasible yet certain components need to be added to validate a full kinematic. The geometry is discretised and a minimisation function is run in order to size the thickness of each tubular element based on selected sizing ground loads. The weight of a single main landing gear is obtained and the structural efficiency is compared to that of known landing gears of state-of-the-art aircraft. Furthermore a sensitivity study was conducted to understand the effect of landing gear length on weight and conclusions drawn on limitations of the tool.

Overall, the new kinematic design proposal is evidence of a potential mechanism that fullfills key design considerations in the scope of the available design space. Furthermore, the physics-based weight estimation provides new data and knowledge for future work on Flying V landing gears.

The Flying V is a long-range, flying-wing aircraft where payload and fuel both reside in a V-shaped, crescent wing with large winglets that double as vertical tail planes. The objective of this study is to maximize the lift-to-drag (?/7) ratio of the Flying V in cruise conditions, i.e. 6? = 0.26, @ = 0.85 and to investigate its off-design performance in high-subsonic conditions. This is done by manually modifying the design parameters that describe the outer mold line of the Flying V and assessing the aerodynamic performance by means of computational fluid
dynamics. A 15-million cell, third-order MUSCL, Reynolds-Averaged Navier Stokes solver with the Menter SST turbulence model is used to estimate the aerodynamic coefficients. A new, CATIA-based, parametrization of the Flying V is the starting point of the design. Three manual design phases improve the aerodynamic performance while satisfying all constraints. Design
modifications included an increase in camber and aft-loading of the wing around 40% of the semispan and improved airfoil sections on the outboard wing generating the required lift coefficient towards an elliptical lift distribution. The twist distribution at the wing-winglet junction is optimized to reduce wave drag. This has resulted in an improvement of ?/7 from 21.3 for the baseline to 24.2 for the final version while reducing the cruise angle of attack from 5.2 to 3.6 degrees. The drag divergence Mach number is estimated at 0.925.