LAUSR

When designing aircraft, avoiding dynamic aeroelastic instabilities such as flutter is a key requirement. One way to meet this requirement is to use a multidisciplinary design optimization subject to a flutter constraint. Flutter-constrained design optimizations have used geometrically linear detailed models, which do not accurately predict flutter for very flexible aircraft, or geometrically nonlinear low-order models, which do not accurately trade off cruise range and structural mass. This paper presents a framework for integrating a geometrically nonlinear, subsonic flutter constraint that captures the large in-flight deflections of very flexible aircraft into high-fidelity gradient-based aerostructural optimization. The cruise range and stress constraints are computed accurately with detailed aerostructural analyses, which use a built-up finite element model coupled to Reynolds-averaged Navier–Stokes computational fluid dynamics. The detailed model is condensed to a low-order aeroelastic model to compute the geometrically nonlinear flutter constraint and its adjoint derivatives with computational cost and robustness suitable for optimization. The framework is demonstrated by maximizing the cruise range of a subsonic high-aspect-ratio wing with respect to panel thicknesses, sweep, and span. The impact of the geometrically nonlinear flutter constraint highly depends on the in-flight deformation level. At low deflection levels, sweeping the wing backward is the most effective flutter prevention method, and the flutter constraint has little impact on the achievable cruise range. At high deflection levels, shortening the wing span is necessary to suppress flutter, reducing the achievable cruise range by up to 5.9%. This work is a step toward making multidisciplinary design optimization a practical tool for designing the energy-efficient, very flexible aircraft of the future, which require geometrically nonlinear flutter analyses early in the design cycle to prevent flutter.