An aerodynamic shape optimization procedure was performed on a low observable engineintake duct. The intake duct was fixed in its throat and aerodynamic interface plane (AIP)sections, while leaving up to 7 design parameters free to deformation in the centroid curveand mid section profile. The optimization setup consisted of an optimizer block implementedin MATLAB, where the NSGA-II optimization algorithm was implemented, and a simulationblock using computational fluid dynamics (CFD). The objective functions for the optimizationprocess were the pressure recovery and the DC60 distortion coefficient in the AIP section.In total, four optimizations with gradually increasing degrees of deformation were conducted.The first optimization process was a validation case, performed on a test duct design, whilethe remaining optimizations were performed using a duct designed by the Swedish DefenceResearch Agency (FOI) as a starting point, for cruise and take-off conditions. The connection of NSGA-II and the CFD setup proved useful, as the distortion was decreasedby up to 52.8% relative the original value while keeping the pressure recovery within 0.06% ofthe original duct. The algorithm was successful in finding an improvement for both consideredoperating conditions, with the largest improvement for the cruise case. In total 975 duct designswere evaluated in the four processes, using a uniform inflow boundary condition on a boundaryextruded one meter from the throat of the intake duct. The importance of the handling of non-converged solutions in the automated optimizationprocess was also pointed out, as an oscillating solution affected the third optimization, therebyrendering that solution useless. / En aerodynamisk formoptimering av en insynsskyddad luftintagskanal för en stridsdrönaregenomfördes genom att koppla den genetiska optimeringsalgoritmen NSGA-II samt CFD i enautomatiserad process. Optimeringens två målfunktioner var att maximera tryckåtervinstenoch minimera flödesdistorsionen på AIP-randen. Luftintagskanalen som användes som basför optimeringen var fixerad vid inlopps- samt AIP-profilerna, medan deformation tilläts imellanliggande delar, styrt av upp till 7 styrparametrar. Den kanal som användes som bas föroptimeringsprocessen togs fram av FOI, Totalförsvarets Forskningsinstitut, i samband med ettNATO-STO projekt för den obemannade stirdsdrönaren MULDICON. Totalt genomfördes fyra optimeringsprocesser, där 975 kanaler evaluerades, varav den förstaoptimeringen skedde på en något modifierad test-kanal som verifikationssteg, medan de senareoptimeringarna skedde på FOI-kanalen. Två optimeringar genomfördes på marschhöjdsförhållanden på 11km höjd, medan resterande optimeringar genomfördes för start-förhållandenpå standard havsnivå. Metoden gav goda resultat, med maximalt 52,8% relativ minskning av flödesdistorsionenmedan tryckåtervinsten bibehölls inom 0.06% av ursprungliga värdet. Det framgick att metodengav störst förbättring för fallet vid marschhöjd, jämfört med originalkanalen. Det påpekades också att den implementerade metoden har begränsningar och är känslig förkraftiga separationer och flödesinstabiliteter, vilket kan skapa oscillationer i lösaren och därmedge falska resultat. Det påverkade den tredje optimeringsprocessen där den optimala lösningenvar okonvergerad, och därmed inte gav verklig förbättring av kanalens prestanda

Air intakes are complex components that are critical for the propulsion of the aircraft. The design has to consider requirements from several different departments, often contradictory. Additionally, the air intakes need to cooperate with other critical components. This makes testing of the models crucial, hence time-demanding. Design automation is a growing field which aims at minimizing repetitive work during product concept development. To follow the increasing digitalization, further investigations of design automation applied on air intakes are significant.  The application Imagine and Shape in 3D Experience CATIA handles subdivided surfaces. These surfaces are both flexible and provide a high order of continuity, which is often desired. While design automation in CATIA is well investigated, design automation in Imagine and Shape is not.  Knowledge based engineering techniques are often used to implement design automation. The methodology MOKA is frequently used when developing knowledge based engineering applications. This master thesis has followed MOKA in combination with Scrum.  The master thesis has resulted in a method to allow automation in Imagine and Shape by linking mesh nodes on subdivided surfaces to reference points that are parameterized. Further, a method for generating air intake configurations as well as the integration with a fuselage has been developed. The method includes wireframe models in Generative Shape Design, subdivided surfaces in Imagine and Shape, scripts in EKL as well as UserForm and scripts in VBA. Additionally, the order of continuity for an integration between air intakes and fuselage has been analyzed using tools in 3D Experience CATIA.  A conclusion drawn is that the method for generating air intakes cannot be completely automated. Instantiation and dimension of components can be automated, but manual work is required when using tools in Imagine and Shape during the integration between the components and the fuselage.Two methods for linking mesh nodes to reference points have been identified, one manual and one semi-automatic. The automatic method saves time and mouse clicks by utilizing VBA scripts. Further, the achieved order of continuity of an integration between subdivided surfaces depends on the individual components.