This article deals with aerodynamic and structural calculations of several wing designs to compare the influence of the shape on the lift distribution. Various shapes of wings for the required lift and bending moment were optimized to minimize drag and thereby reduce fuel consumption. One example was a wing with a bell-shaped lift distribution, which was proposed by Ludwig Prandtl and has been forgotten over the years. The first part of the paper focuses on minimization of the wing drag coefficient by a low fidelity method and the results are compared with the CFD calculation with good agreement. In the structural part of the analysis, the inner layout of the studied wings was designed. The structural design, containing elementary wing components and optimization loop, was carried out to minimize weight with respect to panel buckling. From these calculations the weights of wings were obtained and compared. In the last part of this study, an analysis of flight performance of an airplane with presented wings was performed for a selected flight mission. Results indicated that, for the free optimized wing, the fuel saving was about six percent.

In this article different wings are computed by low and high-fidelity methods to compare their aerodynamic characteristics. Thanks to the unusual properties of the wing with the bell-shaped lift distribution, several general geometrical variants of the wings were calculated and their results are presented in this work. Three general wings are assumed and their geometry is defined as rectangular, trapezoidal and elliptical. Airspeed, total lift force, shape of airfoil and root chord are defined, and bending moment is assumed as a surrogate model for wing weight. The goal of optimization is minimization of aerodynamic drag.

In this paper, an aerodynamic and wing structure is investigated by low-fidelity methods. Bell-shaped lift distribution was rediscovered in the last decade as a perspective alternative to traditional wing design. This leads to lower aerodynamic drag than elliptical lift distribution for a given lift force and root bending moment. Root bending moment is used as a surrogate model of wing structure weight. It is relatively raw simplification introduced by Prandtl to estimate the weight of the spar as a main part of the wing structure. For a more accurate wing weight estimation, the main parts of the wing are dimensioned under CS-23 regulation in this work. The design procedure starts with defining the elementary parameters of the wing shape (chord/twist distribution, wingspan). After geometry generating a non-linear lifting line is used to calculate aerodynamic characteristics for all regime, determined from the flight envelope. The dimensions of a spar, ribs and skin are calculated in the next step of the procedure for given bending moment, load and torque moment distribution. The structure of the wing is assumed as a two-spar, manufactured by aluminum. A target of design is to find out the shape of the wing for given weight. The solution is verified by CFD calculation.

This article deals with the computation of aerodynamic characteristic of strut-braced wing. Calculations were performed on L-610 airplane with two proposals of wing with the different aspect ratio. Results of these calculations were compared with the original wing of the L-610. Aerodynamic characteristics serve as the basis for the structure analysis and are used for analyses of flight performance.

In this paper optimization process of the geometrical design of the wing is described. The goal is to minimize the aerodynamic drag at a requested lift in the cruise regime and thus reduce the fuel consumption. The second goal is to ensure the requested landing regime of the aircraft. Both cases are solved under the wing structural and weight considerations. As a fast design computational tool, a lifting line theory is used. It is moreover supplemented by non-linear aerodynamic airfoil characteristics to provide more accurate results of aerodynamic drag of the wing. These airfoil data were calculated with the CFD and enables to take significant accuracy between low and high-fidelity method which is verified in previous work. The list of requirements is set for aircraft for 40 passengers with a range of 2,500 km at a speed of 438 km/h. As the baseline the L-610 aircraft is selected. Optimized wing geometry in verified in cruise and landing regime/configuration with CFD solver. From the calculation of the weight of the wing and CFD results, the flight performance is calculated for the desired flight mission.