Improving the Flying V Directional Control Power by the Implementation of Split Flaps

This thesis is performed with the aim to investigate whether split flaps can be a feasible solution for increasing the Flying V directional control power. In order to do so, a set of wind tunnel experiments have been concluded with a 4.6% half wing model in the Open-Jet-Facility at the Delft University of Technology. Here, several split flap geometries have been tested on the model outboard wing section to fully establish their behaviour in terms of yaw and other parameters of interest. Additionally, calculations have been performed to provide an adequate split flap design for certification of the lateral-directional specifications from CS-25. From the wind tunnel experiments, it was found that split flaps on the outboard wing section can effectively increase the directional control power over angles of attack between 0 and 30 degrees. However, yaw control is lost when over negative angles of attack due to lower wing stall. The maximum decrease in split flap effectiveness over positive angles of attack is found around 17.5 degrees, where a leading edge vortex is present over the outboard wing. This decreases pressure over the upper split flap, resulting in a effectiveness decrease of around 41%. As the effectiveness does not decrease further, split flaps can be continuously effective at higher angles of attack when compared to the winglet rudders. The low pressure on the upper flap also causes large adverse coupled moments in pitch and roll. The effect of split flaps on the yawing moment is found to be linear with deflection angle, where their effect on other aerodynamic properties is found to be more non-linear.The deflection of outboard split flaps do not have a significant interference effect on rudder yaw power, but can have some interference effects on adjacent main wing control surfaces. Differential deflection between the upper and lower flap has been shown to potentially decrease coupling in pitch and roll. The split flaps can also be globally rotated trailing edge down to mitigate adverse coupled moments while beneficially increasing the total created yaw. From trim calculations, it was found that a maximum additional yaw coefficient of 2.4113e-3 has to be provided by the split flaps. Designs with a maximum deflection angle above 30 degrees are deemed feasible, as this would maximally require only the replacement of the current CS3 surfaces. When a maximum deflection of 60 degrees is set by the designer, a sub-scale split flap width of 111.87 mm is needed, which translates to a full-scale split flap of 2.431 m. Based on the sensitivity analysis and projected Reynolds effects, this is considered a conservative design for the full-scale Flying V. At 0 degrees angle of attack, the recommended geometry is projected to increase the maximum directional control power of the Flying V by 38.1%. At 27.5 degrees, the maximum directional control power can even be increased by 85.5%. Both increases come at the cost of a significant drag penalty.Aerospace Engineerin