Abstract: Shape control of composite parts is vital for large-scale production and integration of composite materials in the aerospace industry. The current industry practice of shape control uses passive manual metrology. This has three major limitations: (i) low efficiency: it requires multiple trials and a longer time to achieve the desired shape during the assembly process; (ii) nonoptimal: it is challenging to reach optimal deviation reduction; and (iii) experience-dependent: highly skilled engineers are required during the assembly process. This paper describes an automated shape control system that can adjust composite parts to an optimal configuration in a manner that is highly effective and efficient. The objective is accomplished by (i) building a finite element analysis (FEA) platform, validated by experimental data; (ii) developing a surrogate model with consideration of actuator uncertainty, part uncertainty, modeling uncertainty, and unquantified uncertainty to achieve predictive performance and embedding the model into a feed-forward control algorithm; and (iii) conducting multivariable optimization to determine the optimal actions of actuators. We show that the surrogate model considering uncertainties (SMU) achieves satisfactory prediction performance and that the automated optimal shape control system can significantly reduce the assembly time with improved dimensional quality. [DOI: 10.1115/1.4038510]

Abstract: We have developed an optical fiber distributed sensing system based on optical frequency domain reflectometry (OFDR) that uses long-length fiber Bragg gratings (FBGs). This technique obtains strain data not as a point data from an FBG but as a distributed profile within the FBG. This system can measure the strain distribution profile with an adjustable high spatial resolution of the mm or sub-mm order in real-time. In this study, we applied this OFDR-FBG technique to a flying test bed that is a mid-sized jet passenger aircraft. We conducted flight tests and monitored the structural responses of a fuselage stringer and the bulkhead of the flying test bed during flights. The strain distribution variations were successfully monitored for various events including taxiing, takeoff, landing and several other maneuvers. The monitoring was effective not only for measuring the strain amplitude applied to the individual structural parts but also for understanding the characteristics of the structural responses in accordance with the flight maneuvers. We studied the correlations between various maneuvers and strains to explore the relationship between the operation and condition of aircraft.

Abstract: An experimental analysis was performed of the unsteady aerodynamic loading caused by the impingement of a propeller slipstream on a downstream lifting surface. When installed on an aircraft, this unsteady loading results in vibrations that are transmitted to the fuselage and are perceived inside the cabin as structure-borne noise. A pylon-mounted tractor–propeller configuration was installed in a low-speed wind tunnel at Delft University of Technology. Surface-microphone and particle-image-velocimetry measurements were taken to quantify the pressure fluctuations on the pylon and visualize the impingement phenomena. It was confirmed that the propeller tip vortex is the dominant source of pressure fluctuations on the pylon. Along the path of the tip vortex on the pylon, a periodic pressure response occurs with strong harmonics. The amplitude of the pressure fluctuations increases with increasing thrust setting, whereas the unsteady lift coefficient displays a nonmonotonic dependency on the propeller thrust....

Abstract: As propeller-driven aircraft are the best choice for short/middle-haul flights but their acoustic emissions may require improvements to comply with future noise certification standards, this work aims to numerically evaluate the acoustics of different modern propeller designs. Overall sound pressure level and noise spectra of various blade geometries and hub configurations are compared on a surface representing the exterior fuselage of a typical large turboprop aircraft. Interior cabin noise is also evaluated using the transfer function of a Fokker 50 aircraft. A blade design operating at lower RPM and with the span-wise loading moved inboard is shown to be significantly quieter without severe performance penalties. The employed Computational Fluid Dynamics (CFD) method is able to reproduce the tonal content of all blades and its dependence on hub and blade design features.

Abstract: Manipulation of deformable linear objects (DLOs) has potential applications in the fields of aerospace and automotive assembly. In this paper, we introduce a problem formulation for attaching a set of interlinked DLOs to a support structure using a set of clamping points. The formulation describes the manipulation planning problem in terms of known clamp poses; predetermined ideal clamping locations on the cables, called “reference points;” and a set of finite gripping points on the DLOs. We also present a prototype algorithm that generates a solution in terms of primitive manipulation actions. The algorithm guarantees that no interlink constraints are violated at any stage of manipulation. We incorporate gravity in the computation of a DLO shape and propose a property linking geometrically similar cable shapes across the space of cable length and stiffness. This property allows for the computation of solutions for unit length and scaling of these solutions to appropriate length, potentially resulting in faster shape computation. Note to Practitioners —This paper was motivated by the problem of automated robotic installation of electrical wiring into an aircraft fuselage. This process typically involves the alignment of a set of long cables along the side of the fuselage with temporary fasteners, followed by final clamping. The cables are connected to each other through electrical interlinks at certain intervals, and cannot be treated as independent entities during installation. Previous approaches have addressed the problem of motion planning for only a single DLO; these methods would fail to model interlinked DLOs. Here, we present a mathematical formulation for modeling the installation process as a manipulation planning problem. This approach would generate a plan to complete the installation process using a finite set of primitive actions. We demonstrate the use of this algorithm to produce plans for installation of cables into an aircraft fuselage, using specifications for an actual aircraft in production.

Abstract: The invention relates to an unmanned aerial vehicle wing folding mechanism. The unmanned aerial vehicle wing folding mechanism comprises a fuselage, a propeller, a first folding wing, a second foldingwing and an empennage. A pivot connection seat is arranged on the side face of the fuselage, the propeller is installed at the front end of the fuselage, the first folding wing is provided with a main body part, a first rotary shaft is arranged at one end of the main body part, and the first rotary shaft is fixedly provided with a pivot connection shaft; and the pivot connection shaft is in pivotconnection with the pivot connection seat, a second rotary shaft is arranged at one end, opposite to the first rotary shaft, of the main body part, the second folding wing is connected with the second rotary shaft, a third rotary shaft is arranged at one end of the empennage, and the third rotary shaft is connected with one side of the tail of the fuselage. According to the unmanned aerial vehicle wing folding mechanism, the size of an unmanned aerial vehicle can be reduced by folding the first folding wing and the second folding wing, and the space occupied by the unmanned aerial vehicle isreduced.

Abstract: In the aircraft industry, the use of fiber reinforced materials for primary structural components over metallic parts has increased up to more than 50% in the recent years, because of their high strength and high modulus to weight ratios, high fatigue and corrosion resistance. Currently, the need of lowering weight and fuel consumption is pushing the world’s largest aircraft manufacturers in the design and building of structures entirely made of composites. Fuselage structure plays an important role in absorbing the kinetic energy during a crash. Through the deformation, crushing and damage of fuselage sub-floor structure, a survivable space inside the cabin area should be preserved during and after a crash impact in order to minimize the risk of passengers’ injuries. In this work, a Finite Element (FE) model of a full-scale 95% composites made fuselage section of a regional aircraft under vertical drop test is presented. The experiment, conducted by the Italian Aerospace Research Centre (CIRA) with an actual impact velocity of 9.14 m/s in according to the FAR/CS 25, has been numerically simulated. Two ATDs (Anthropomorphic Test Dummies), both 50th percentile, seats and belts have been modelled to reproduce the experimental setup. The results of the simulation, performed by using LS-DYNA® explicit FE code, have been validated by correlation with the experimental ones. Such comparisons highlight that a good agreement has been achieved. The presented FE model allows verifying the structural behavior under a dynamic load condition and also estimating the passive safety capabilities of the designed structure. Since the experiment is expensive and non-repeatable, a FE model can be used for Certification by Analysis purposes since, if established, it is able to virtually demonstrate the compliance to the airworthiness rules.

Abstract: The NASA single-aisle turboelectric aircraft with an aft boundary layer propulsor (STARC-ABL) concept utilizes a novel electrically driven aft fan that ingests the fuselage boundary-layer for increased propulsive efficiency. In this paper we examine how aerodynamic shaping of the fuselage diffuser and nacelle inlet can reduce the flow distortion at the aft fan. Adjoint-based aerodynamic shape optimization with the ARP1420 distortion metric objective is used to automatically determine the optimal shapes for minimal fan-face distortion. Single and multipoint optimizations are carried out for simplified body-duct and wing-body-duct configurations. These two configurations highlight the importance of including the wing downwash effects when designing the propulsor. The optimizations showed the body-duct configuration can obtain cruise distortion values of approximately 1% while the wing-body-duct configuration can obtain distortion values of just over 2%.

Abstract: This paper introduces the software TiGL: TiGL is an open source high-fidelity geometry modeler that is used in the conceptual and preliminary aircraft and helicopter design phase. It creates full three-dimensional models of aircraft from their parametric CPACS description. Due to its parametric nature, it is typically used for aircraft design analysis and optimization. First, we present the use-case and architecture of TiGL. Then, we discuss it's geometry module, which is used to generate the B-spline based surfaces of the aircraft. The backbone of TiGL is its surface generator for curve network interpolation, based on Gordon surfaces. One major part of this paper explains the mathematical foundation of Gordon surfaces on B-splines and how we achieve the required curve network compatibility. Finally, TiGL's aircraft component module is introduced, which is used to create the external and internal parts of aircraft, such as wings, flaps, fuselages, engines or structural elements.

Abstract: The increase in the dimension of long-haul aircrafts came into conflict with modern aviation infrastructure and led to the search for alternative options for constructively layout circuit solutions in order to deal with this contradiction. A structural-parametric analysis of the influence of infrastructure constraints in the basing of long-haul aircrafts on the choice of alternative options for fuselage layout was carried out. The method of aircraft layout from the virtual mass center is given, which allows us to obtain the aircraft layout from the conditions of infrastructural constraints in the terminal configurations of the modern aviation infrastructure. A method is proposed for the synthesis of new circuit solutions for an aircraft passenger compartment. A geometrical representation of the concept of long-haul aircraft with large passenger capacity made with a drop-shaped fuselage in the aerodynamic balancing scheme “Flying Wing” is given.

Abstract: . A new aircraft-mounted probe for collecting samples of cloud water has been designed, fabricated, and extensively tested. Following previous designs, the probe uses inertial separation to remove cloud droplets from the airstream, which are subsequently collected and stored for offline analysis. We report details of the design, operation, and modelled and measured probe performance. Computational fluid dynamics (CFD) was used to understand the flow patterns around the complex interior geometrical features that were optimized to ensure efficient droplet capture. CFD simulations coupled with particle tracking and multiphase surface transport modelling provide detailed estimates of the probe performance across the entire range of flight operating conditions and sampling scenarios. Physical operation of the probe was tested on a Lockheed C-130 Hercules (fuselage mounted) and de Havilland Twin Otter (wing pylon mounted) during three airborne field campaigns. During C-130 flights on the final field campaign, the probe reflected the most developed version of the design and a median cloud water collection rate of 4.5 mL min −1 was achieved. This allowed samples to be collected over 1–2 min under optimal cloud conditions. Flights on the Twin Otter featured an inter-comparison of the new probe with a slotted-rod collector, which has an extensive airborne campaign legacy. Comparison of trace species concentrations showed good agreement between collection techniques, with absolute concentrations of most major ions agreeing within 30 %, over a range of several orders of magnitude.

Abstract: The present paper provides an overview together with intermediate results of the work-in-progress research performed in the EC-funded Horizon 2020 collaborative project CENTRELINE (“ConcEpt validatioN sTudy foR fusElage wake-filLIng propulsioN integration”), aiming at demonstrating the proof of concept for a groundbreaking approach to synergistic propulsion-airframe integration, the so-called Propulsive Fuselage Concept (PFC). The concept features a turbo-electrically driven propulsive device integrated in the very aft-section of the fuselage, dedicated to the purpose of fuselage wake-filling. Currently at TRL 1-2, CENTRELINE's target is to mature the technological key features of the PFC to TRL 3-4. The core of the targeted proof-of-concept is formed by two experimental test campaigns supported by high-fidelity 3D numerical simulation and integrated multidisciplinary design optimisation techniques for aerodynamics, aero-structures as well as the energy and propulsion system.

Abstract: In the present paper, advanced numerical methodologies have been adopted to investigate the structural behaviour of a composite subcomponent for aerospace applications subjected to quasi-static compression and dynamic loads. The analysed structural component, made of laminated carbon fibres reinforced polymers, is part of the floor support system in the cargo area of a commercial aircraft. The inter-laminar and intra-laminar damage onset and propagation has been preliminary monitored under a quasi-static compressive displacement application. Then, the effects on the structural integrity of two impact energy levels have been analysed: 42 J energy has been applied to study the dynamic behaviour in an elastic linear rate while 585 J energy has been considered to assess the crashworthiness behaviour. The adopted numerical model has been validated by comparisons between the numerical results and analytical mass-spring model results and experimental data in terms of stiffness, strain, and ultimate load. The simultaneous assessment of numerical results and experimental data has allowed to provide a comprehensive insight on the damage onset and propagation leading to the structural collapse of the investigated sub-floor support system.

Abstract: Advanced propellers promise significant fuel-burn savings compared to turbofans When installed on the fuselage in a pusher configuration, the propeller interacts with the wake of the supporting pylon This paper presents an experimental analysis of the aerodynamic and aeroacoustic characteristics of this pylon–propeller interaction An isolated propeller was operated in undisturbed flow and in the wake of an upstream pylon at the large low-speed facility of the German–Dutch wind tunnels (DNW-LLF) Measurements of the pylon-wake characteristics showed that the wake width and velocity deficit decreased with increasing thrust due to the suction of the propeller The installation of the pylon led to a tonal noise penalty of up to 24 dB, resulting from the periodic blade-loading fluctuations caused by the wake encounter The noise penalty peaked in the upstream direction and became increasingly prominent with decreasing propeller thrust setting, due to the associated reduction of the steady blade loads The integral propeller performance was not significantly altered by the pylon-wake encounter process However, at sideslip angles of ±6°, the effective advance ratio of the propeller was modified by the circumferential velocity components induced by the pylon tip vortex The propeller performance improved when the direction of rotation of the propeller was opposite to that of the pylon tip vortex Under this condition, a reduction was measured in the noise emissions due to a favorable superposition of the angular-inflow and pylon-wake effects

Abstract: In real aircraft structures the comfort and the occupational performance of crewmembers and passengers are affected by the presence of noise. In this sense, special attention is focused on mechanical and material design for isolation and vibration control. Experimental characterization and, in particular, experimental modal analysis, provides information for adequate cabin noise control. Traditional sensors employed in the aircraft industry for this purpose are invasive and provide a low spatial resolution. This paper presents a methodology for experimental modal characterization of a front fuselage full-scale demonstrator using high-speed 3D digital image correlation, which is non-invasive, ensuring that the structural response is unperturbed by the instrumentation mass. Specifically, full-field measurements on the passenger window area were conducted when the structure was excited using an electrodynamic shaker. The spectral analysis of the measured time-domain displacements made it possible to identify natural frequencies and full-field operational deflection shapes. Changes in the modal parameters due to cabin pressurization and the behavior of different local structural modifications were assessed using this methodology. The proposed full-field methodology allowed the characterization of relevant dynamic response patterns, complementing the capabilities provided by accelerometers.

Abstract: An aircraft includes a fuselage which includes an unenclosed cockpit, a left arm where the proximal end is attached to the fuselage, a right arm where the proximal end is attached to the fuselage, a left float which is attached to the left arm between the proximal and distal ends, a right float which is attached to the right arm between the proximal and distal ends, and a plurality of rotors which includes a left inner rotor that is attached at a fixed angle to a top surface of the left float, a right inner rotor that is attached at a fixed angle to a top surface of the right float, a left outer rotor that is attached at a fixed angle to a top surface of the distal end of the left arm, and a right outer rotor that is attached at a fixed angle to a top surface of the distal end of the right arm.

Abstract: Aircraft structures must meet several design requirements such as, minimum weight, high stiffness and fail safe design; these competing criteria must all be met by the final design. A new stringer design concept for conventional aircraft fuselage proposed in [1] showed some encouraging results; this paper is a continuation of the work there in where supporting frame elements are added to the fuselage structure. The proposed design is simulated using a finite element model that has been validated through experimental data available from the literature. Results show improved performance of the structure in terms of eigenfrequencies and virtually unchanged performance in terms of stresses and displacements.

Abstract: Static and fatigue analyses are presented for a new blended wing body (BWB) fuselage concept considering laminar flow control (LFC) by boundary layer suction in order to reduce the aerodynamic drag BWB aircraft design concepts profit from a structurally beneficial distribution of lift and weight and allow a better utilization of interior space over conventional layouts A structurally efficient design concept for the pressurized BWB cabin is a vaulted layout that is, however, aerodynamically disadvantageous A suitable remedy is a multi-shell design concept with a separate outer skin The synergetic combination of such a multi-shell BWB fuselage with a LFC via perforation of the outer skin to attain a drag reduction appears promising In this work, two relevant structural design aspects are considered First, a numerical model for a ribbed double-shell design of a fuselage segment is analyzed Second, fatigue aspects of the perforation in the outer skin are investigated A design making use of controlled fiber orientation is proposed for the perforated skin The fatigue behavior is compared to perforation methods with conventional fiber topologies and to configurations without perforations

Abstract: Unmanned Aerial Vehicles (UAVs) is constructed with composite materials, including its aerodynamic surfaces wings, horizontal stabilizer, and rudder. Three main constituents of our model is Kevlar 49, carbon fibre, glass fibre. KALPANA-1 is a pusher type, tail dragger, fixed wing radio controlled medium range remotely operated composite aircraft. This is designed for Aerial surveillance & reconnaissance. It is a kind of drone which has capability of carrying 2kg of operational payload as surveillance camera and its gimbal mount unit. It can be equipped with on-board sensors for weather monitoring as civilian use of UAV. It has a carbon frame body which makes it hassle to work in all-weather environment, protecting its electronics and payload from external entities. KEVLAR-49 is reinforced at the bottom part of the fuselage to overcome hard landing & impacts. The main disadvantage of using carbon fibre is that it partially shelled the RC signals so we fixed our receiver outside of the fuselage. For camera mounting purpose a duct made in front side of fuselage. It can use as other diplomatic mission as mounting camera and robotic arm for weight lifting mechanism. Some further upgrading two semi ducts at two side of the front face of the fuselage for steerable camera mounting. Aircraft using single electrical propulsive system and large wings which helps it for a long range, good endurance and smooth steady flight. Composite materials don't break easily, but that makes it hard to analyses if the interior structure has been damaged at all. In contrast, aluminum bends and dents easily, making it easy to detect structural damage; the same damage is much harder to detect with composite structures. Repairs can also be more difficult when a composite surface is damaged. Finally, composite materials can be expensive, but the high initial costs are typically offset by long-term cost savings and life cycle more compare to cost of material.

Abstract: A computational study of the wing for the distributed electric propulsion X-57 Maxwell airplane configuration at cruise and takeoff/landing conditions was completed. Three unstructured-mesh, Navier-Stokes computational fluid dynamics methods, FUN3D, USM3D and Kestrel, were used to predict the performance buildup of components to the full X-57 configuration. The goal of the X-57 wing and distributed electric propulsion system design was to meet or exceed the required lift coefficient of 3.95 for a stall speed of 58 knots. The X-57 Maxwell airplane was designed with a small, high aspect ratio cruise wing that was designed for a high cruise lift coefficient of 0.75 at a cruise speed of 150 knots and altitude of 8,000 ft, with an angle of attack of approximately 0deg. The computational data indicates that the X-57 full aircraft drag would meet the cruise drag goal with a 25 count drag margin. The cruise configuration maximum lift coefficient is 2.07 and without including the stabilator is 1.86 at an angle of attack of 14 deg, predicted with the USM3D flow solver using the Spalart-Allmaras turbulence model. The maximum lift coefficient for the high-lift wing (with the 30deg flap deflection) without the stabilator contribution is 2.60 at an angle of attack of 13 deg. For high-lift blowing conditions with 13.7 hp/prop, the maximum lift coefficient excluding the stabilator is 4.426 at (alpha) = 13 deg. Therefore, the lift augmentation from the high-lift propellers is 1.7 and the total lift augmentation from the high-lift system (30 deg flap deflection and the high-lift blowing) is 2.38. The drag for the high-lift wing with 30 deg flap deflection is much higher than the cruise wing configuration, but the high-lift system is used only during a small portion of the flight envelope. The pitching moment is relatively constant for both blown and unblown conditions when the stabilator is excluded. Modeling the full geometry has indicated some adverse effects from the fuselage on the wing and stabilator. At high angles of attack, the solutions with the USM3D flow solver using the Spalart-Allmaras turbulence model indicates large flow separation on the wing upper surface between the two high-lift nacelles near the fuselage, and also a reduction in sectional lift on the stabilator in the first 50 percent of the stabilator semispan. However, the large flow separation near the fuselage is mostly eliminated in the solutions predicted with two codes, USM3D and Kestrel, using Hybrid Reynolds-averaged Navier Stokes/Large Eddy Simulation turbulence models.

Abstract: Riveting is a crucial manufacturing process and widely used in the assembly of aeronautical thin-walled structures, such as wing panels and fuselage panels. However, the dimensional errors of final products often violate the allowed tolerance due to riveting-induced deformation, which significantly degrades the dynamic performance of aircraft and decreases the productivity. In this study, a two-step computational approach, which combines a full 3D dynamic explicit finite element model (FEM) and a local-global FEM with consideration of local bulging, is proposed to evaluate the riveting deformation for thin-walled structures. Firstly, a freedom expanding method was developed to eliminate additional stress, emerging in general connection of solid element and shell element. In addition, the plastic zone after riveting was determined by the cold expansion of hole. Secondly, the inherent deformations of nodes in typical riveted joints involved in thin-walled structure were calculated using the 3D dynamic explicit FEMs and their characteristics were also examined. Thirdly, based on the improved connection method and estimated plastic zone, the local-global FEM was built through equivalent model. Finally, three representative thin-walled riveted structures were simulated using the proposed method. By comparing predicted results and measurements, the accuracy and efficiency of the two-step computational approach are verified.

Abstract: In this paper, we present an optimization framework for the conceptual design of electric-powered unmanned aerial vehicles (UAVs) with wings, to meet the community’s ever increasing interest in developing novel efficient winged UAVs In our framework, the UAV design is formulated as an optimization problem with a user-defined objective It also accepts various constraints, such as restricted aircraft size, weight, and preliminary wing (and fuselage) shape determined by industrial design, limited availability of propulsion systems, etc Such a framework is particularly suitable for the design of small UAVs with many practical limitations, such as portability, size, cost, etc In evaluating a given aircraft configuration (eg, wing, fuselage, landing gears, etc), we adopt various empirical aerodynamic models that have been commonly used in aviation history We also retrieve hundreds of propeller and motor data from their manufacturers and fit them to constitute a high-fidelity propulsion system database Wind tunnel testing on existing airframe data shows that our aerodynamic models fit the measurements very well Propeller testing is also carried out to validate the fitted propeller model With the ability to evaluate a given aircraft and propulsion, we propose a coordinate descent method that nicely decouples the optimization for the aircraft configuration, which involves continuous variables, and the propulsion system, which involves discrete variables (eg, motor index, propeller index) With the presented optimization framework and coordinate descent method, a quadrotor tail-sitter vertical takeoff and landing (VTOL) UAV is designed, manufactured and tested

Abstract: The aluminum-lithium alloy 2060-T8 is widely utilized in the fabrication of future aircrafts. With the application of this high-strength alloy, the severe shape variation after unloading has been challenging the traditional process for forming fuselage skin components. In this study, the three-roller bending process with the 2060-T8 alloy for fuselage skins was investigated with theoretical calculations, finite simulations and experiments. Uniaxial tensile tests of 2060-T8 alloy were carried out and three-roller cylindrical bending experiments were accomplished. The prediction with analytic models was conducted to determine the upper roller feeding and residual stress with the desired radius. To promote the predicting accuracy, an adaptive fitting method was adopted to determine the elastic-exponential hardening model variably. The same forming processes were also simulated with Abaqus software for comparison. Finally, the configuration and residual stress of the experimental plates were measured. The forming curves predicted with different approaches were presented in the comparison with measurements. The good agreement of the theoretical estimations verified the analytic models with variable material model. The crucial reason caused the decrease of predicting accuracy in theoretical calculation was revealed in the analysis and verifications.

Abstract: Numerical simulations have been performed for a simplified high-lift configuration that is representative of a modern transport airplane. This configuration includes a leading-edge slat, fuselage, wing, nacelle-pylon and a simple hinged flap. The suction surface of the flap is embedded with multiple rows of fluidic actuators to reduce the extent of reversed flow regions and improve the aerodynamic performance of the configuration with flap in a deployed state. In the current paper, a Lattice Boltzmann Method based high-fidelity computational fluid dynamics (CFD) code, known as PowerFLOW® is used to simulate the entire flow field associated with this configuration, including the flow inside the actuators. A fully compressible version of the PowerFLOW® code that has been validated for high speed flows is used for the present simulations to accurately represent the transonic flow regimes that are encountered in the flow field generated by the actuators operating at higher mass flow (momentum) rates required to mitigate reverse flow regions on the suction surfaces of the main wing and the flap. The numerical solutions predict the expected trends in aerodynamic forces as the actuation levels are increased. More efficient active flow control (AFC) systems and actuator arrangement for lift augmentation are emerging based on the parametric studies conducted here prior to wind tunnel tests. These numerical solutions will be compared with experimental data, once such data becomes available.