A numerical technique is developed to simulate the vortices associated with stationary and flapping wings. The Unsteady Reynolds-Averaged Navier-Stokes (URANS) equations are used over an unstructured grid. The present work assesses the locations of the origins of vortex generation, models those locations and develops a systematic mesh refinement strategy to simulate vortices more accurately using the URANS model. The vortex center plays a key role in the analysis of the simulation data. A novel approach to locating a vortex center is also developed referred to as the Max-Max criterion. Experimental validation of the simulated vortex from a stationary NACA0012 wing is achieved. The tangential velocity along the core of the vortex falls within five percent of the experimental data in the case of the stationary NACA0012 simulation. The wing surface pressure coefficient also matches with the experimental data. The refinement techniques are then focused on unsteady simulations of pitching and dual-mode wing flapping. Tip vortex strength, location, and wing surface pressure are analyzed. Links to vortex behavior and wing motion are inferred.

A significant improvement can be achieved in the performance of transonic transport aircraft using Multidisciplinary Design Optimization (MDO) by implementing truss-braced wing concepts in combination with other advanced technologies and novel design innovations. A considerable reduction in drag can be obtained by using a high aspect ratio wing with thin airfoil sections and tip-mounted engines. However, such wing structures could suffer from a significant weight penalty. Thus, the use of an external strut or a truss bracing is promising for weight reduction. Due to the unconventional nature of the proposed concept, commonly available wing weight equations for transport aircraft will not be sufficiently accurate. Hence, a bending material weight calculation procedure was developed to take into account the influence of the strut upon the wing weight, and this was coupled to the Flight Optimization System (FLOPS) for total wing weight estimation. The wing bending material weight for single-strut configurations is estimated by modeling the wing structure as an idealized double-plate model using a piecewise linear load method. Two maneuver load conditions 2.5g and -1.0g factor of safety of 1.5 and a 2.0g taxi bump are considered as the critical load conditions to determine the wing bending material weight. From preliminary analyses, the buckling of the strut under the -1.0g load condition proved to be the critical structural challenge. To address this issue, an innovative design strategy introduces a telescoping sleeve mechanism to allow the strut to be inactive during negative g maneuvers and active during positive g maneuvers. Also, more wing weight reduction is obtained by optimizing the strut force, a strut offset length, and the wing-strut junction location. The best configuration shows a 9.2% savings in takeoff gross weight, an 18.2% savings in wing weight and a 15.4% savings in fuel weight compared to a cantilever wing counterpart. / Master of Science