Structural health monitoring is recognized as a viable solution to increase aviation safety and decrease operating costs enabling a novel maintenance approach based on the actual condition of the airframe, mitigating operating costs induced by scheduled inspections. However, the net benefit is hardly demonstrated, and it is still unclear how the implementation of such an autonomic system can affect performance at aircraft level. To close this gap, this paper presents a systematic analysis where the impact of cost and weight of integrating permanently attached sensors—used for diagnostics- affect the main performance of the aircraft. Through a multidisciplinary aircraft analysis framework, the increment of aircraft operating empty weight is compared with the possible benefits in terms of direct operating costs to identify a breakeven point. Furthermore, the analysis allows to establish a design guideline for structural health monitoring systems returning a safer aircraft without any economic penalties. The results show that the operating costs are lower than those of the reference aircraft up to 4% increase in maximum take-off weight. Paper findings suggest to considering a condition monitoring strategy from the conceptual design stage, since it could maximize the impact of such innovative technology. However, it involves in a design of a brand-new aircraft instead of a modification of an existing one.

Trailing edge modification is one of the most effective ways to achieve camber variations. Usual flaps and aileron implement this concept and allow facing the different needs related to take-off, landing, and maneuver operations. The extension of this idea to meet other necessities, less dramatic in terms of geometry change yet useful a lot to increase the aircraft performance, moves toward the so-called morphing architectures, a compact version of the formers and inserted within the frame of the smart structures’ design philosophy. Mechanic (whether compliant or kinematic), actuation and sensor systems, together with all the other devices necessary for its proper working, are embedded into the body envelope. After the successful experiences, gained inside the SARISTU (SmARt Intelligent Aircraft STrUctures) project where an adaptive trailing edge was developed with the aim of compensating the weight variations in a medium-size commercial aircraft (for instance, occurring during cruise), the team herein exploits the defined architecture in the wing of a typical airfoil, used on high-altitude long-endurance aircraft such as the Global Hawk. Among the peculiarities of this kind of aerial vehicle, there is the long endurance, in turn, associated with a massive fuel storage (approximately around 50% of the total weight). A segmented, finger-like, rib layout is considered to physically implement the transition from the baseline airfoil to the target configurations. This article deals with an extensive estimation of the possible benefits related to the implementation of this device on that class of planes. Parametric aerodynamic analyses are performed to evaluate the effects of different architectural layouts (in-plane geometry extension) and different shape envelopes (namely, the rotation boundaries). Finally, the expected improvements in the global high-altitude long-endurance aircraft performance are evaluated, following the implementation of the referred morphing device.

This paper aims to deal with the experimental estimation of both longitudinal- and lateral-directional aerodynamic characteristics of a new twin-engine, 11-seat commuter aircraft. Wind tunnel tests have been conducted on a 1:8.75 scaled model. A modular model (fuselage, wing, nacelle, winglet and tail planes) has been built to analyze both complete aircraft aerodynamic characteristics and mutual effects among components. The model has been also equipped with trailing edge flaps, elevator and rudder control surfaces. Longitudinal tests have shown the goodness of the aircraft design in terms of aircraft stability, control and trim capabilities at typical clean, take-off and landing conditions. The effects of fuselage, nacelles and winglets on lift, pitching moment and drag coefficients have been investigated. Lateral-directional stability and control characteristics of the complete aircraft and several aircraft component combinations have been tested to estimate the aircraft components’ interactions. The experimental tests have been performed at a Reynolds number of about 0.6e6, whereas the free-flight Reynolds number range should be between 4.5e6 and 9.5e6. Thus, all the measured data suffer from the Reynolds number scaling effect. The study provides useful aerodynamic database for P2012 Traveller commuter aircraft. The paper deals with the experimental investigation of a new general aviation 11-seat commuter aircraft being brought to market by Tecnam Aircraft Industries and it brings some material on applied industrial design in the open literature.

Structural health monitoring represents an interesting enabling technology towards increasing aviation safety and reducing operating costs by unlocking novel maintenance approaches and procedures. However, the benefits of such a technology are limited to maintenance costs reductions by cutting or even eliminating some maintenance scheduled checks. The key limitation to move a step further in exploiting structural health monitoring technology is represented by the regulation imposed in sizing aircraft composite structures. A safety margin of 2.0 is usually applied to estimate the ultimate loading that composite structures must withstand. This limitation is imposed since physical nondestructive inspection of composite structures is really challenging or even impossible in some cases. However, a structural health monitoring system represents a viable way for a real time check for the health status of a composite structure. Thus, the introduction of structural health monitoring should help into reducing the stringent safety margin imposed by aviation regulation for a safe design of composite structures. By assuming a safety margin reduction from 2.0 to 1.75 thanks to the installation of permanently attached sensors for structural health diagnostics, this paper assesses the potential fuel savings and direct operating costs through a multidisciplinary analysis on a A220-like aircraft. According to the foreseen level of technology, addressed through the number of sensors per square meter, a DOC saving from 2% up to 5% is achievable preserving, at the same time, all the key aircraft performance.

Purpose: This work aims to deal with a comprehensive review of design methods for aircraft directional stability and vertical tail sizing. The focus on aircraft directional stability is due to the significant discrepancies that classical semi-empirical methods, as USAF DATCOM and ESDU, provide for some configurations because they are based on NACA wind tunnel (WT) tests about models not representative of an actual transport airplane. Design/methodology/approach: The authors performed viscous numerical simulations to calculate the aerodynamic interference among aircraft parts on hundreds configurations of a generic regional turboprop aircraft, providing useful results that have been collected in a new vertical tail preliminary design method, named VeDSC. Findings: The reviewed methods have been applied on a regional turboprop aircraft. The VeDSC method shows the closest agreement with numerical results. A WT test campaign involving more than 180 configurations has validated the numerical approach. Practical implications: The investigation has covered both the linear and the non-linear range of the aerodynamic coefficients, including the mutual aerodynamic interference between the fuselage and the vertical stabilizer. Also, a preliminary investigation about rudder effectiveness, related to aircraft directional control, is presented. Originality/value: In the final part of the paper, critical issues in vertical tail design are reviewed, highlighting the significance of a good estimation of aircraft directional stability and control derivatives.