@article{lin_aerodynamic_2024,
	title = {Aerodynamic optimization of an adaptive flap for next-generation green aircraft},
	volume = {37},
	copyright = {All rights reserved},
	issn = {10009361},
	url = {https://linkinghub.elsevier.com/retrieve/pii/S1000936123003540},
	doi = {10.1016/j.cja.2023.10.010},
	language = {en},
	number = {2},
	urldate = {2025-04-06},
	journal = {Chinese Journal of Aeronautics},
	author = {Lin, Tianlong and Pecora, Rosario and Ciliberti, Danilo and Xia, Wei and Hu, Shuling},
	month = feb,
	year = {2024},
	pages = {100--122},
	url_paper={https://api.zotero.org/users/10829859/publications/items/Q94AI4NE/file/view}
}

@article{ciliberti_longitudinal_2023,
	title = {Longitudinal {Wind} {Tunnel} {Tests} of the {PROSIB} 19-{Pax} {Airplane}},
	volume = {13},
	copyright = {https://creativecommons.org/licenses/by/4.0/},
	issn = {2076-3417},
	url = {https://www.mdpi.com/2076-3417/13/21/11928},
	doi = {10.3390/app132111928},
	abstract = {This research paper delves into the longitudinal wind tunnel tests conducted on the 19-passengers aircraft model of the Italian PROSIB project. The concept is an innovative small air transport airplane with distributed propellers and hybrid-electric powerplant. The primary objective was to assess its stability and control characteristics in power-off conditions. In addition to the usual investigation of the aircraft components, the study introduced a belly-mounted pod, which served as a battery storage unit, and explored two distinct tail configurations: a body-mounted (low) tail and a T-tail (high). The results obtained from these tests generally confirmed the anticipated characteristics of the aircraft design. The experiments provided data on aerodynamic forces and moments, giving useful indications on the effects of a belly-mounted battery storage unit and tail layout on the aircraft stability and control characteristics. This information could be used by aircraft designers to size an airplane of the same class.},
	language = {en},
	number = {21},
	urldate = {2025-04-06},
	journal = {Applied Sciences},
	author = {Ciliberti, Danilo and Buonagura, Giuseppe and Nicolosi, Fabrizio},
	month = oct,
	year = {2023},
	pages = {11928},
	url_paper={https://api.zotero.org/users/10829859/publications/items/KC4SM3US/file/view}
}

This research paper delves into the longitudinal wind tunnel tests conducted on the 19-passengers aircraft model of the Italian PROSIB project. The concept is an innovative small air transport airplane with distributed propellers and hybrid-electric powerplant. The primary objective was to assess its stability and control characteristics in power-off conditions. In addition to the usual investigation of the aircraft components, the study introduced a belly-mounted pod, which served as a battery storage unit, and explored two distinct tail configurations: a body-mounted (low) tail and a T-tail (high). The results obtained from these tests generally confirmed the anticipated characteristics of the aircraft design. The experiments provided data on aerodynamic forces and moments, giving useful indications on the effects of a belly-mounted battery storage unit and tail layout on the aircraft stability and control characteristics. This information could be used by aircraft designers to size an airplane of the same class.

@article{corcione_experimental_2023,
	title = {Experimental {Assessment} of {Aero}-{Propulsive} {Effects} on a {Large} {Turboprop} {Aircraft} with {Rear}-{Engine} {Installation}},
	volume = {10},
	copyright = {http://creativecommons.org/licenses/by/3.0/},
	issn = {2226-4310},
	url = {https://www.mdpi.com/2226-4310/10/1/85},
	doi = {10.3390/aerospace10010085},
	abstract = {This paper deals with the estimation of propulsive effects for a three-lifting surface turboprop aircraft concept, with rear engine installation at the horizontal tail tips, conceived to carry up to 130 passengers. This work is focused on how the propulsive system affects the horizontal tailplane aerodynamics and, consequently, the aircraft’s static stability characteristics using wind tunnel tests. Both direct and indirect propulsive effects have been estimated. The former produces moments whose values depend on the distance from the aircraft’s centre of gravity to the thrust lines and propeller disks. The latter entails a change in the angle of attack and an increment of dynamic pressure on the tailplane. Several tests were also performed on the body-empennage configuration to investigate the propulsive effects on the aircraft’s static stability without the appearance of any aerodynamic interference phenomena, especially from the canard. The output of the experimental campaign reveals a beneficial effect of the propulsive effects on the aircraft’s longitudinal stability, with an increase in the stability margin of about 2.5\% and a reduction in the directional stability derivative of about 4\%, attributed to the different induced drag contributions of the two horizontal tail semi-planes. Moreover, the rolling moment coefficient experiences a greater variation due to the propulsion depending on the propeller rotation direction. The outcomes of this paper allow the enhancement of the technical readiness level for the considered aircraft, giving clear indications about the feasibility of the aircraft configuration.},
	language = {en},
	number = {1},
	urldate = {2023-08-14},
	journal = {Aerospace},
	author = {Corcione, Salvatore and Cusati, Vincenzo and Ciliberti, Danilo and Nicolosi, Fabrizio},
	month = jan,
	year = {2023},
	note = {Number: 1
Publisher: Multidisciplinary Digital Publishing Institute},
	pages = {85},
	url_paper={https://api.zotero.org/users/10829859/publications/items/PU92FQB2/file/view}
}

This paper deals with the estimation of propulsive effects for a three-lifting surface turboprop aircraft concept, with rear engine installation at the horizontal tail tips, conceived to carry up to 130 passengers. This work is focused on how the propulsive system affects the horizontal tailplane aerodynamics and, consequently, the aircraft’s static stability characteristics using wind tunnel tests. Both direct and indirect propulsive effects have been estimated. The former produces moments whose values depend on the distance from the aircraft’s centre of gravity to the thrust lines and propeller disks. The latter entails a change in the angle of attack and an increment of dynamic pressure on the tailplane. Several tests were also performed on the body-empennage configuration to investigate the propulsive effects on the aircraft’s static stability without the appearance of any aerodynamic interference phenomena, especially from the canard. The output of the experimental campaign reveals a beneficial effect of the propulsive effects on the aircraft’s longitudinal stability, with an increase in the stability margin of about 2.5% and a reduction in the directional stability derivative of about 4%, attributed to the different induced drag contributions of the two horizontal tail semi-planes. Moreover, the rolling moment coefficient experiences a greater variation due to the propulsion depending on the propeller rotation direction. The outcomes of this paper allow the enhancement of the technical readiness level for the considered aircraft, giving clear indications about the feasibility of the aircraft configuration.

@article{ciliberti_aero-propulsive_2023,
	title = {Aero-{Propulsive} {Interactions} between {UAV} {Wing} and {Distributed} {Propellers} {Due} to {Their} {Relative} {Position}},
	volume = {7},
	copyright = {http://creativecommons.org/licenses/by/3.0/},
	issn = {2504-446X},
	url = {https://www.mdpi.com/2504-446X/7/1/49},
	doi = {10.3390/drones7010049},
	abstract = {The purpose of this paper is the evaluation of the aero-propulsive effects on a UAV wing model with distributed propulsion. An array of three propellers is placed ahead of the leading edge of a rectangular wing with flap. The investigation was performed with high-fidelity numerical analyses to provide insights into the phenomenology and to screen the interesting positions to be validated in the wind tunnel. The propellers’ array is moved into twelve different positions, allowing longitudinal and vertical translations. The wing has an untwisted and constant section profile, with a single slot trailing-edge flap that is deflected into three positions. The flap span is entirely covered by the propellers’ blowing. Results show an increment of lift, drag, and pitching moment coefficients with distributed propellers enabled. For a given thrust level, the magnitude of such increments depends on the propellers’ positions, the flap configuration, and the angle of attack. The lift enhancement sought in distributed propulsion applications comes at the expense of a significant increase in drag and pitching moment magnitude. In some combinations, the wing’s contribution to the aircraft longitudinal stability is severely affected. Conversely, the propellers’ inflow is altered such that thrust is increased in all the investigated configurations, with a small reduction of propulsive efficiency.},
	language = {en},
	number = {1},
	urldate = {2023-08-14},
	journal = {Drones},
	author = {Ciliberti, Danilo and Della Vecchia, Pierluigi and Orticalco, Vincenzo and Nicolosi, Fabrizio},
	month = jan,
	year = {2023},
	note = {Number: 1
Publisher: Multidisciplinary Digital Publishing Institute},
	pages = {49},
	url_paper={https://api.zotero.org/users/10829859/publications/items/64LLHM83/file/view}
}

The purpose of this paper is the evaluation of the aero-propulsive effects on a UAV wing model with distributed propulsion. An array of three propellers is placed ahead of the leading edge of a rectangular wing with flap. The investigation was performed with high-fidelity numerical analyses to provide insights into the phenomenology and to screen the interesting positions to be validated in the wind tunnel. The propellers’ array is moved into twelve different positions, allowing longitudinal and vertical translations. The wing has an untwisted and constant section profile, with a single slot trailing-edge flap that is deflected into three positions. The flap span is entirely covered by the propellers’ blowing. Results show an increment of lift, drag, and pitching moment coefficients with distributed propellers enabled. For a given thrust level, the magnitude of such increments depends on the propellers’ positions, the flap configuration, and the angle of attack. The lift enhancement sought in distributed propulsion applications comes at the expense of a significant increase in drag and pitching moment magnitude. In some combinations, the wing’s contribution to the aircraft longitudinal stability is severely affected. Conversely, the propellers’ inflow is altered such that thrust is increased in all the investigated configurations, with a small reduction of propulsive efficiency.

@article{marciello_design_2023,
	title = {Design of hybrid-electric aircraft with fault-tolerance considerations},
	volume = {36},
	copyright = {All rights reserved},
	issn = {1000-9361},
	url = {https://www.sciencedirect.com/science/article/pii/S1000936122001066},
	doi = {10.1016/j.cja.2022.05.014},
	abstract = {The potential benefits of hybrid-electric or all-electric propulsion have led to a growing interest in this topic over the past decade. Preliminary design of propulsion systems and innovative configurations has been extensively discussed in literature, but steps towards higher levels of technological readiness, optimisation algorithms based on reliable weight estimation and simulation-based mission analysis are required. This paper focuses on the integration of a method for evaluating the lateral-directional controllability of an aircraft within a design chain that integrates aero-propulsive interactions, accurate modelling of the fuel system, and mid-fidelity estimation of the structural weight. Furthermore, the present work proposes a strategy for powerplant management in scenarios with an inoperative chain element. Benefits of hybrid-electric propulsion on the design of the vertical tail plane are evaluated involving the analysis of multiple failure scenarios and certification requirements. The proposed application concerns a commuter aircraft.},
	number = {2},
	urldate = {2023-08-14},
	journal = {Chinese Journal of Aeronautics},
	author = {Marciello, Valerio and Orefice, Francesco and Nicolosi, Fabrizio and Ciliberti, Danilo and Della vecchia, Pierluigi},
	month = feb,
	year = {2023},
	pages = {160--178},
	url_paper={https://api.zotero.org/users/10829859/publications/items/N4S5TYE7/file/view}
}

The potential benefits of hybrid-electric or all-electric propulsion have led to a growing interest in this topic over the past decade. Preliminary design of propulsion systems and innovative configurations has been extensively discussed in literature, but steps towards higher levels of technological readiness, optimisation algorithms based on reliable weight estimation and simulation-based mission analysis are required. This paper focuses on the integration of a method for evaluating the lateral-directional controllability of an aircraft within a design chain that integrates aero-propulsive interactions, accurate modelling of the fuel system, and mid-fidelity estimation of the structural weight. Furthermore, the present work proposes a strategy for powerplant management in scenarios with an inoperative chain element. Benefits of hybrid-electric propulsion on the design of the vertical tail plane are evaluated involving the analysis of multiple failure scenarios and certification requirements. The proposed application concerns a commuter aircraft.

@article{ciliberti_enabling_2022,
	title = {The {Enabling} {Technologies} for a {Quasi}-{Zero} {Emissions} {Commuter} {Aircraft}},
	volume = {9},
	copyright = {All rights reserved},
	issn = {2226-4310},
	url = {https://www.mdpi.com/2226-4310/9/6/319},
	doi = {10.3390/aerospace9060319},
	abstract = {The desire for greener aircraft pushes both academic and industrial research into developing technologies, manufacturing, and operational strategies providing emissions abatement. At time of writing, there are no certified electric aircraft for passengers’ transport. This is due to the requirements of lightness, reliability, safety, comfort, and operational capability of the fast air transport, which are not completely met by the state-of-the-art technology. Recent studies have shown that new aero-propulsive technologies do not provide significant fuel burn reduction, unless the operational ranges are limited to short regional routes or the electric storage capability is unrealistically high, and that this little advantage comes at increased gross weight and operational costs. Therefore, a significant impact into aviation emissions reduction can only be obtained with a revolutionary design, which integrates disruptive technologies starting from the preliminary design phase. This paper reviews the recent advances in propulsions, aerodynamics, and structures to present the enabling technologies for a low emissions aircraft, with a focus on the commuter category. In fact, it is the opinion of the European Community, which has financed several projects, that advances on the small air transport will be a fundamental step to assess the results and pave the way for large greener airplanes.},
	number = {6},
	journal = {Aerospace},
	author = {Ciliberti, Danilo and Della Vecchia, Pierluigi and Memmolo, Vittorio and Nicolosi, Fabrizio and Wortmann, Guido and Ricci, Fabrizio},
	month = jun,
	year = {2022},
	pages = {319},
	url_paper={https://api.zotero.org/users/10829859/publications/items/PH53QAAV/file/view}
}

The desire for greener aircraft pushes both academic and industrial research into developing technologies, manufacturing, and operational strategies providing emissions abatement. At time of writing, there are no certified electric aircraft for passengers’ transport. This is due to the requirements of lightness, reliability, safety, comfort, and operational capability of the fast air transport, which are not completely met by the state-of-the-art technology. Recent studies have shown that new aero-propulsive technologies do not provide significant fuel burn reduction, unless the operational ranges are limited to short regional routes or the electric storage capability is unrealistically high, and that this little advantage comes at increased gross weight and operational costs. Therefore, a significant impact into aviation emissions reduction can only be obtained with a revolutionary design, which integrates disruptive technologies starting from the preliminary design phase. This paper reviews the recent advances in propulsions, aerodynamics, and structures to present the enabling technologies for a low emissions aircraft, with a focus on the commuter category. In fact, it is the opinion of the European Community, which has financed several projects, that advances on the small air transport will be a fundamental step to assess the results and pave the way for large greener airplanes.

@article{Cusati2022,
	title = {Design {Evolution} and {Wind} {Tunnel} {Tests} of a {Three}-{Lifting} {Surface} {Regional} {Transport} {Aircraft}},
	volume = {9},
	copyright = {All rights reserved},
	issn = {2226-4310},
	url = {https://www.mdpi.com/2226-4310/9/3/133},
	doi = {10.3390/aerospace9030133},
	abstract = {This paper deals with the experimental assessment of the aerodynamic characteristics of an innovative large turboprop aircraft. The configuration is a three-lifting surfaces airplane with rear engine installation at tail tips, conceived to carry up to 130 passengers and targeting a minimum economic and environmental impact, which is competitive with regional jets on short and medium hauls. The three-lifting surfaces layout is the output of previous research made by the authors, and it has been selected to fully comply with the market and design constraints. An experimental test campaign was required to validate the aerodynamics, stability, and control of this innovative configuration. From the results of the first campaign, it appeared that the aircraft had insufficient longitudinal and directional stability. Thus, the authors worked to improve these characteristics, updating the design and executing a second wind tunnel test campaign. The evolution of the design is described in the first part of the paper. In the second part, the authors discuss the aerodynamic interference effects among aircraft components, detailing how the combined downwash coming from both the canard and wing, as well as their wakes, affects the empennage aerodynamics. Experimental tests have revealed a significant reduction of the longitudinal stability due to canard additional downwash, especially at low attitudes. Furthermore, it was found that the canard generates a non-linearity on the aircraft directional stability derivative at moderate sideslip angles because of its tip vortex impinging on the vertical tail. Despite the detrimental interference due to the canard, the updated aircraft proved to be statically stable with sufficient margin at the most rearward center of gravity. Lessons learned in this research may be useful to aerodynamicists and aircraft designers facing similar issues.},
	number = {3},
	journal = {Aerospace},
	author = {Cusati, Vincenzo and Corcione, Salvatore and Ciliberti, Danilo and Nicolosi, Fabrizio},
	month = mar,
	year = {2022},
	pages = {133},
}

This paper deals with the experimental assessment of the aerodynamic characteristics of an innovative large turboprop aircraft. The configuration is a three-lifting surfaces airplane with rear engine installation at tail tips, conceived to carry up to 130 passengers and targeting a minimum economic and environmental impact, which is competitive with regional jets on short and medium hauls. The three-lifting surfaces layout is the output of previous research made by the authors, and it has been selected to fully comply with the market and design constraints. An experimental test campaign was required to validate the aerodynamics, stability, and control of this innovative configuration. From the results of the first campaign, it appeared that the aircraft had insufficient longitudinal and directional stability. Thus, the authors worked to improve these characteristics, updating the design and executing a second wind tunnel test campaign. The evolution of the design is described in the first part of the paper. In the second part, the authors discuss the aerodynamic interference effects among aircraft components, detailing how the combined downwash coming from both the canard and wing, as well as their wakes, affects the empennage aerodynamics. Experimental tests have revealed a significant reduction of the longitudinal stability due to canard additional downwash, especially at low attitudes. Furthermore, it was found that the canard generates a non-linearity on the aircraft directional stability derivative at moderate sideslip angles because of its tip vortex impinging on the vertical tail. Despite the detrimental interference due to the canard, the updated aircraft proved to be statically stable with sufficient margin at the most rearward center of gravity. Lessons learned in this research may be useful to aerodynamicists and aircraft designers facing similar issues.

@article{Ciliberti2022a,
	title = {Design, {Analysis}, and {Testing} of a {Scaled} {Propeller} for an {Innovative} {Regional} {Turboprop} {Aircraft}},
	volume = {9},
	copyright = {All rights reserved},
	issn = {2226-4310},
	url = {https://www.mdpi.com/2226-4310/9/5/264},
	doi = {10.3390/aerospace9050264},
	abstract = {This paper describes the design, numerical analyses, and wind tunnel tests of the scaled model of a propeller serving as a propulsive element for the experimental tests of an advanced regional turboprop aircraft with engines installed on the horizontal tailplane tips. The design has been performed by complying with the thrust similarity from the full-scale aircraft propulsive requirements. Numerical analyses with a high-fidelity aerodynamic solver confirmed that the initial design made with XROTOR would achieve the expected performance. Finally, a strengthened version of the propeller has been manufactured via 3D printing and tested in the wind tunnel. Test data include measurements of thrust as well as propeller normal force at different angles of attack. Good agreement between numerical and experimental results has been observed, enabling the propeller to be used confidently in the aircraft wind tunnel powered test campaign.},
	number = {5},
	journal = {Aerospace},
	author = {Ciliberti, Danilo and Nicolosi, Fabrizio},
	month = may,
	year = {2022},
	pages = {264},
}

This paper describes the design, numerical analyses, and wind tunnel tests of the scaled model of a propeller serving as a propulsive element for the experimental tests of an advanced regional turboprop aircraft with engines installed on the horizontal tailplane tips. The design has been performed by complying with the thrust similarity from the full-scale aircraft propulsive requirements. Numerical analyses with a high-fidelity aerodynamic solver confirmed that the initial design made with XROTOR would achieve the expected performance. Finally, a strengthened version of the propeller has been manufactured via 3D printing and tested in the wind tunnel. Test data include measurements of thrust as well as propeller normal force at different angles of attack. Good agreement between numerical and experimental results has been observed, enabling the propeller to be used confidently in the aircraft wind tunnel powered test campaign.

@inproceedings{Ciliberti2022,
	title = {Benchmark of different aerodynamic solvers on wing aero-propulsive interactions},
	volume = {1226},
	copyright = {All rights reserved},
	doi = {10.1088/1757-899x/1226/1/012008},
	abstract = {Distributed electric propulsion is a fertile research topic aiming to increase the wing aerodynamic efficiency by distributing the thrust over the wing span. The blowing due to distributed propulsors shall increase the wing lift coefficient for a given planform area and flight speed. This should bring several advantages as wing area, drag, and structural weight reduction, which in turn reduce fuel consumption, allowing airplanes to fly more efficiently. However, there are no consolidated preliminary design methods to size a distributed propulsion system. Numerical analysis is then performed at early stage, where many design variables have not been fixed yet. Therefore, the design space is vast and exploring all the possible combinations is unfeasible. For instance, low-fidelity methods (VLM, panel codes) have a low computational time, but usually they do not account for flow separation and hence they are unable to predict the wing maximum lift. Conversely, high-fidelity codes (CFD) provide more realistic results, but a single drag polar sweep can last days. This work provides a benchmark of different aerodynamic solvers for a typical regional turboprop wing with flaps and distributed propulsion, to better understand the limits of each software in the prediction of aero-propulsive effects.},
	booktitle = {{IOP} {Conference} {Series}: {Materials} {Science} and {Engineering}},
	author = {Ciliberti, Danilo and Benard, Emmanuel and Nicolosi, Fabrizio},
	year = {2022},
	note = {Issue: 1
ISSN: 1757-8981},
	pages = {012008},
}

Distributed electric propulsion is a fertile research topic aiming to increase the wing aerodynamic efficiency by distributing the thrust over the wing span. The blowing due to distributed propulsors shall increase the wing lift coefficient for a given planform area and flight speed. This should bring several advantages as wing area, drag, and structural weight reduction, which in turn reduce fuel consumption, allowing airplanes to fly more efficiently. However, there are no consolidated preliminary design methods to size a distributed propulsion system. Numerical analysis is then performed at early stage, where many design variables have not been fixed yet. Therefore, the design space is vast and exploring all the possible combinations is unfeasible. For instance, low-fidelity methods (VLM, panel codes) have a low computational time, but usually they do not account for flow separation and hence they are unable to predict the wing maximum lift. Conversely, high-fidelity codes (CFD) provide more realistic results, but a single drag polar sweep can last days. This work provides a benchmark of different aerodynamic solvers for a typical regional turboprop wing with flaps and distributed propulsion, to better understand the limits of each software in the prediction of aero-propulsive effects.

@article{Orefice2021a,
	title = {Preliminary {Design} to {Fulfil} {Future} {Market} {Demand} of {Electric} {Aircraft}},
	volume = {14},
	copyright = {All rights reserved},
	issn = {1973-7459},
	doi = {10.15866/irease.v14i6.20814},
	abstract = {– The work introduces a preliminary design chain valid for hybrid-electric, full-electric, and thermal powered aircraft. From early stages of the design process, the integration of aero-propulsive interaction between propeller (or fan) slipstream and airframe is an important step to obtain trends and compare different aircraft. The present work integrates in the design chain both the distributed propulsion and tip-mounted propeller interactions, deriving for the latter effect a simple model suitable for point performance estimation. The research activity is oriented by market and political demands. Derived from these requirements, two different applications of the design process are proposed on FAR/CS-25 and FAR/CS-23 certified aircraft. Trends about the possible applications, benefits, and drawbacks show that, with the current technology state of the art, a full-electric aircraft is still unfeasible, unless a design range of 100 nmi is acceptable.},
	number = {6},
	journal = {International Review of Aerospace Engineering (IREASE)},
	author = {Orefice, Francesco and Della Vecchia, Pierluigi and Ciliberti, Danilo and Nicolosi, Fabrizio},
	year = {2021},
	pages = {294},
}

– The work introduces a preliminary design chain valid for hybrid-electric, full-electric, and thermal powered aircraft. From early stages of the design process, the integration of aero-propulsive interaction between propeller (or fan) slipstream and airframe is an important step to obtain trends and compare different aircraft. The present work integrates in the design chain both the distributed propulsion and tip-mounted propeller interactions, deriving for the latter effect a simple model suitable for point performance estimation. The research activity is oriented by market and political demands. Derived from these requirements, two different applications of the design process are proposed on FAR/CS-25 and FAR/CS-23 certified aircraft. Trends about the possible applications, benefits, and drawbacks show that, with the current technology state of the art, a full-electric aircraft is still unfeasible, unless a design range of 100 nmi is acceptable.

@inproceedings{Orefice2021,
	title = {Performance calculation for hybrid-electric aircraft integrating aero-propulsive interactions},
	copyright = {All rights reserved},
	isbn = {978-1-62410-609-5},
	url = {https://arc.aiaa.org/doi/abs/10.2514/6.2021-1640},
	doi = {10.2514/6.2021-1640},
	abstract = {The potential benefits of hybrid-electric or full-electric propulsion have led to an increased interest in this topic over the past decade. Hence the need to develop modern and innovative methods to analyze the performance of aircraft with unconventional propulsion systems. The purpose of this paper is to describe and apply a simulation-based algorithm integrating aeropropulsive effects for the mission analysis of conventional, hybrid-electric, and full-electric aircraft. The method composes the analysis toolbox of the aforementioned software, HEAD (Hybrid-Electric Aircraft Designer), developed by the DAF Research Group. Analysis toolbox has to perform a detailed mission simulation of a generic airplane. The proposed application deals with the evaluation of the effects on performance that wingtip-mounted propellers and distributed electric propulsion on regional turboprop category. The reference aircraft is similar to an ATR-42.},
	urldate = {2021-12-27},
	booktitle = {{AIAA} {Scitech} 2021 {Forum}},
	publisher = {American Institute of Aeronautics and Astronautics Inc, AIAA},
	author = {Orefice, Francesco and Corcione, Salvatore and Nicolosi, Fabrizio and Ciliberti, Danilo and De Rosa, Giuseppe},
	year = {2021},
	pages = {1--19},
}

The potential benefits of hybrid-electric or full-electric propulsion have led to an increased interest in this topic over the past decade. Hence the need to develop modern and innovative methods to analyze the performance of aircraft with unconventional propulsion systems. The purpose of this paper is to describe and apply a simulation-based algorithm integrating aeropropulsive effects for the mission analysis of conventional, hybrid-electric, and full-electric aircraft. The method composes the analysis toolbox of the aforementioned software, HEAD (Hybrid-Electric Aircraft Designer), developed by the DAF Research Group. Analysis toolbox has to perform a detailed mission simulation of a generic airplane. The proposed application deals with the evaluation of the effects on performance that wingtip-mounted propellers and distributed electric propulsion on regional turboprop category. The reference aircraft is similar to an ATR-42.

@inproceedings{corcione_aerodynamics_2020,
	title = {Aerodynamics characteristics of an innovative large turboprop through wind tunnel tests including propulsive effects},
	copyright = {All rights reserved},
	isbn = {978-1-62410-598-2},
	doi = {10.2514/6.2020-2623},
	abstract = {This paper deals with the assessment of both longitudinal and directional aerodynamic characteristics of an innovative large capacity turboprop aircraft by means of a wind tunnel test campaign on a scaled model. The aircraft under investigation is an innovative turboprop platform providing for a three lifting surface layout and a rear engine installation. The scope of this research is to deeply investigate the aerodynamic behavior of such an innovative platform to assess the aerodynamic interferences among the aircraft components. In particular, the effects of the third lifting surface (the canard), installed in front of the main wing, must be carefully investigated to have a reliable estimate of the aircraft stability and controllability characteristics. This innovative platform provides for a rear engine installation at the tip of the horizontal tailplane. Thus, a specific experimental campaign has been dedicated to investigating the aircraft aerodynamic characteristics in power on conditions.},
	booktitle = {Aiaa {Aviation} 2020 {Forum}},
	author = {Corcione, S. and Nicolosi, F. and Ciliberti, D. and Cusati, V.},
	year = {2020},
	pages = {1--17},
}

This paper deals with the assessment of both longitudinal and directional aerodynamic characteristics of an innovative large capacity turboprop aircraft by means of a wind tunnel test campaign on a scaled model. The aircraft under investigation is an innovative turboprop platform providing for a three lifting surface layout and a rear engine installation. The scope of this research is to deeply investigate the aerodynamic behavior of such an innovative platform to assess the aerodynamic interferences among the aircraft components. In particular, the effects of the third lifting surface (the canard), installed in front of the main wing, must be carefully investigated to have a reliable estimate of the aircraft stability and controllability characteristics. This innovative platform provides for a rear engine installation at the tip of the horizontal tailplane. Thus, a specific experimental campaign has been dedicated to investigating the aircraft aerodynamic characteristics in power on conditions.

@inproceedings{Orefice2020,
	title = {Conceptual {Design} of {Commuter} {Aircraft} including {Distributed} {Electric} {Propulsion}},
	copyright = {All rights reserved},
	isbn = {978-1-62410-598-2},
	url = {https://arc.aiaa.org/doi/abs/10.2514/6.2020-2627},
	doi = {10.2514/6.2020-2627},
	abstract = {A comprehensive developed conceptual design and analysis tool is here employed in the design of hybrid electric 19 passenger’s commuter aircraft. Particular attention is payed to the regulation under which aircraft must be certified. The sizing activity accounts for the aero-propulsive interactions when distributed electric propulsion is present. Output of this activity are the energetic requirements and the mass breakdown, by combining the free choice of the designer with aviation regulations and requirements. The application here presented provides parametric studies based on different operating combinations of distributed electric propulsion and e-storage. The aim of the present work is the identification of a design range which would make the choice of the new technologies profitable. The most promising result is a full-electric concept having 16 distributed propellers and designed for a flight mission of 200 nmi certifiable under FAR-23 (or CS-23) regulation.},
	urldate = {2020-07-31},
	booktitle = {{AIAA} {Aviation} 2020 {Forum}},
	publisher = {American Institute of Aeronautics and Astronautics (AIAA)},
	author = {Orefice, Francesco and Nicolosi, Fabrizio and Della Vecchia, Pierluigi and Ciliberti, Danilo},
	month = jun,
	year = {2020},
	pages = {18},
}

A comprehensive developed conceptual design and analysis tool is here employed in the design of hybrid electric 19 passenger’s commuter aircraft. Particular attention is payed to the regulation under which aircraft must be certified. The sizing activity accounts for the aero-propulsive interactions when distributed electric propulsion is present. Output of this activity are the energetic requirements and the mass breakdown, by combining the free choice of the designer with aviation regulations and requirements. The application here presented provides parametric studies based on different operating combinations of distributed electric propulsion and e-storage. The aim of the present work is the identification of a design range which would make the choice of the new technologies profitable. The most promising result is a full-electric concept having 16 distributed propellers and designed for a flight mission of 200 nmi certifiable under FAR-23 (or CS-23) regulation.

@article{Nicolosi2020,
	title = {Experimental analysis of aircraft directional control effectiveness},
	volume = {106},
	copyright = {All rights reserved},
	issn = {12709638},
	url = {https://doi.org/10.1016/j.ast.2020.106099},
	doi = {10.1016/j.ast.2020.106099},
	abstract = {Aircraft directional control effectiveness is analyzed through experiments in wind tunnel. Control surfaces on low aspect ratio lifting surfaces exhibit different lifting capabilities compared to those with high aspect ratio. Such behavior must be carefully considered in the preliminary design phase to avoid any overestimation in size, weight, costs and emissions. Traditional sizing methodologies are based on coupling the effects of the wing planform (e.g. aspect ratio) at low angles of control surface deflection with the effects of wing section (e.g. chord ratio) evaluated on section data in the full range of control surface deflection, so that the non-linear aerodynamics is inherited from 2D data, completely neglecting the different aerodynamic behavior of a low aspect ratio wing at high angles of deflection. To fill this gap, an experimental wind tunnel test campaign on a generic regional turboprop aircraft model with a modular vertical tail with rudder has been performed. Results indicate that the aircraft design methodologies present in public literature underestimate the control surface effectiveness at high angle of deflections by 15\% to 25\%, leading to an average overestimation of control surface size.},
	journal = {Aerospace Science and Technology},
	author = {Nicolosi, Fabrizio and Ciliberti, Danilo and Della Vecchia, Pierluigi and Corcione, Salvatore},
	year = {2020},
	note = {Publisher: Elsevier Masson SAS},
	pages = {106099},
}

Aircraft directional control effectiveness is analyzed through experiments in wind tunnel. Control surfaces on low aspect ratio lifting surfaces exhibit different lifting capabilities compared to those with high aspect ratio. Such behavior must be carefully considered in the preliminary design phase to avoid any overestimation in size, weight, costs and emissions. Traditional sizing methodologies are based on coupling the effects of the wing planform (e.g. aspect ratio) at low angles of control surface deflection with the effects of wing section (e.g. chord ratio) evaluated on section data in the full range of control surface deflection, so that the non-linear aerodynamics is inherited from 2D data, completely neglecting the different aerodynamic behavior of a low aspect ratio wing at high angles of deflection. To fill this gap, an experimental wind tunnel test campaign on a generic regional turboprop aircraft model with a modular vertical tail with rudder has been performed. Results indicate that the aircraft design methodologies present in public literature underestimate the control surface effectiveness at high angle of deflections by 15% to 25%, leading to an average overestimation of control surface size.

@incollection{Nicolosi2020b,
	title = {Aeroelastic wind tunnel tests of the {RIBES} wing model},
	volume = {92},
	copyright = {All rights reserved},
	isbn = {978-3-030-36514-1},
	url = {https://link.springer.com/bookseries/4623},
	abstract = {Aeroelastic wind tunnel tests on a half-wing model have been performed at the University of Naples “Federico II” to acquire data about aerodynamic forces, section pressure coefficient, stress, strain, and model displacement, to validate high fidelity Fluid-Structure Interaction approaches based on Reynolds-Averaged Navier-Stokes and Finite Element Method solutions investigated at the University of Rome “Tor Vergata”. Most of the available experimental databases of aeroelastic measurements, performed on aircraft wings, model full scale systems, focusing primarily on aerodynamic aspects rather than on structural similitudes. To investigate flow regimes that replicate realistic operating conditions, wind tunnel test campaigns involve the generation of relative high loads on models whose safe dimensioning force the adoption of structural configurations that lose any similitude with typical wing box topologies. The objective of this work is to generate a database of loads, pressure, stress, and deformation measurements that is significant for a realistic aeronautical design problem. At this aim, a wind tunnel model of a half-wing that replicates a typical metallic wing box structure and instrumented with pressure taps and strain gages has been investigated. All experimental data and numerical models are freely available to the scientific community at the website www.ribes-project.eu.},
	booktitle = {Flexible {Engineering} {Toward} {Green} {Aircraft}},
	publisher = {Springer Nature Switzerland AG},
	author = {Nicolosi, Fabrizio and Cusati, Vincenzo and Ciliberti, Danilo and Della Vecchia, Pierluigi and Corcione, Salvatore},
	editor = {Biancolini, Marco Evangelos and Cella, Ubaldo},
	year = {2020},
	doi = {10.1007/978-3-030-36514-1_2},
	note = {ISSN: 18600816},
	pages = {9--28},
}

Aeroelastic wind tunnel tests on a half-wing model have been performed at the University of Naples “Federico II” to acquire data about aerodynamic forces, section pressure coefficient, stress, strain, and model displacement, to validate high fidelity Fluid-Structure Interaction approaches based on Reynolds-Averaged Navier-Stokes and Finite Element Method solutions investigated at the University of Rome “Tor Vergata”. Most of the available experimental databases of aeroelastic measurements, performed on aircraft wings, model full scale systems, focusing primarily on aerodynamic aspects rather than on structural similitudes. To investigate flow regimes that replicate realistic operating conditions, wind tunnel test campaigns involve the generation of relative high loads on models whose safe dimensioning force the adoption of structural configurations that lose any similitude with typical wing box topologies. The objective of this work is to generate a database of loads, pressure, stress, and deformation measurements that is significant for a realistic aeronautical design problem. At this aim, a wind tunnel model of a half-wing that replicates a typical metallic wing box structure and instrumented with pressure taps and strain gages has been investigated. All experimental data and numerical models are freely available to the scientific community at the website www.ribes-project.eu.

@inproceedings{Corcione2019b,
	title = {Feasibility study of innovative regional turboprop: an overview of the {European} project {IRON}},
	volume = {304},
	copyright = {All rights reserved},
	url = {https://www.matec-conferences.org/10.1051/matecconf/201930403014},
	doi = {10.1051/matecconf/201930403014},
	abstract = {This paper deals with the research activities performed by the Design of Aircraft and Flight technologies group from the University of Naples Federico II within the European funded project IRON (Innovative turbopROp configuratioN). The research project is addressed to the feasibility study of an innovative high-capacity turboprop which is supposed to be competitive with respect to regional jets on short/medium range. This paper wants to provide some design considerations that must be addressed to design a high capacity turboprop, and to illustrate the configuration assessment through a Multi-Disciplinary Analysis and Optimization process performed to design such an innovative platform. A three-lifting surface configuration has been identified as the most promising layout for such a regional aircraft. Moreover, this paper wants to focus on some criticalities and design challenges that have been faced into designing a three-lifting platform.},
	booktitle = {{MATEC} {Web} of {Conferences}},
	author = {Corcione, Salvatore and Trifari, Vittorio and Nicolosi, Fabrizio and Cusati, Vincenzo and Ciliberti, Danilo and Della Vecchia, Pierluigi},
	editor = {Pantelakis, S. and Charitidis, C.},
	month = dec,
	year = {2019},
	note = {ISSN: 2261-236X},
	pages = {03014},
	url_paper={https://api.zotero.org/users/10829859/publications/items/CBSTGVWY/file/view}
}

This paper deals with the research activities performed by the Design of Aircraft and Flight technologies group from the University of Naples Federico II within the European funded project IRON (Innovative turbopROp configuratioN). The research project is addressed to the feasibility study of an innovative high-capacity turboprop which is supposed to be competitive with respect to regional jets on short/medium range. This paper wants to provide some design considerations that must be addressed to design a high capacity turboprop, and to illustrate the configuration assessment through a Multi-Disciplinary Analysis and Optimization process performed to design such an innovative platform. A three-lifting surface configuration has been identified as the most promising layout for such a regional aircraft. Moreover, this paper wants to focus on some criticalities and design challenges that have been faced into designing a three-lifting platform.

@inproceedings{Ciliberti2019a,
	title = {Powered wind tunnel tests setup of the {IRON} innovative turboprop aircraft},
	volume = {304},
	copyright = {All rights reserved},
	url = {https://doi.org/10.1051/matecconf/201930402022},
	doi = {10.1051/matecconf/201930402022},
	abstract = {This paper describes the powered wind tunnel tests setup of the innovative configuration of the IRON regional turboprop aircraft. The objective of the tests is the evaluation of propulsive effects on aircraft stability and control characteristics. During the setup process, several aerodynamic issues have been anticipated and here illustrated. A scaled engine deck has been derived from the full-scale data provided by the IRON powerplant consortium partner. From two representative flight conditions, the characteristics of the scaled motor as RPM, torque and power have been calculated, providing a choice for the electric motors to install in the test section. The motors’ operating voltage and current determined the sizing of the power, acquisition and control system. Similarly, the desired propeller coefficients were the target of a propeller design process, which was performed with XROTOR, MATLAB®, XFOIL and validated with RANS analyses. Finally, to directly evaluate the propeller thrust and normal force, motors’ supporting structures with load cells have been conceptually designed.},
	urldate = {2020-07-31},
	booktitle = {{MATEC} {Web} of {Conferences}},
	publisher = {EDP Sciences},
	author = {Ciliberti, Danilo and Cusati, Vincenzo and Della Vecchia, Pierluigi and Corcione, Salvatore and Nicolosi, Fabrizio},
	editor = {Pantelakis, S. and Charitidis, C.},
	month = dec,
	year = {2019},
	note = {ISSN: 2261-236X},
	pages = {02022},
	url_paper={https://api.zotero.org/users/10829859/publications/items/VBMAKUK8/file/view}
}

This paper describes the powered wind tunnel tests setup of the innovative configuration of the IRON regional turboprop aircraft. The objective of the tests is the evaluation of propulsive effects on aircraft stability and control characteristics. During the setup process, several aerodynamic issues have been anticipated and here illustrated. A scaled engine deck has been derived from the full-scale data provided by the IRON powerplant consortium partner. From two representative flight conditions, the characteristics of the scaled motor as RPM, torque and power have been calculated, providing a choice for the electric motors to install in the test section. The motors’ operating voltage and current determined the sizing of the power, acquisition and control system. Similarly, the desired propeller coefficients were the target of a propeller design process, which was performed with XROTOR, MATLAB®, XFOIL and validated with RANS analyses. Finally, to directly evaluate the propeller thrust and normal force, motors’ supporting structures with load cells have been conceptually designed.

@inproceedings{Corcione2019a,
	title = {High lift aerodynamic characteristics of a three lifting surfaces turboprop aircraft},
	copyright = {All rights reserved},
	isbn = {978-1-62410-589-0},
	doi = {10.2514/6.2019-2884},
	abstract = {This paper deals with the aerodynamic design and analysis of the high lift capabilities of a three lifting surfaces turboprop aircraft. The aircraft under investigation is part of IRON European Union (EU) funded research project, aimed to provide an innovative regional turboprop aircraft, with advanced performance. This work is focused on evaluating the canard wakes effects on the wing high-lift capabilities. The effects of the canard wake on the wing have been evaluated in terms of downwash and induced angles. A preliminary investigation carried out through a three-dimensional panel method has been useful to evaluate the downwash and upwash produced by the canard on the wing both in the symmetry plane and in the spanwise direction. The estimated induced angles have been useful to improve both the wing root incidence and the spanwise twist distribution. In this way, it has been possible to compensate the loss in wing lift and to mitigate the upwash effects produced by the canard tip vortex. Panel code results have been also compared to a high-fidelity numerical method such as CFD-RANS calculations. The complete aircraft in landing configuration, including the horizontal tail plane, has been analyzed by means of RANS simulations. This analysis highlighted that the canard, when its flap is deployed, introduces a strong downwash angles on the tail plane despite the large horizontal stagger between those surfaces. This latter leads to a reduction of the longitudinal stability at low angles of attack. An investigation about different canard vertical positions and reduction of the canard flap deflection has been performed to carry out the aircraft layout being the best compromise between maximum achievable lift coefficient, longitudinal stability and architectural constraints.},
	urldate = {2020-09-24},
	booktitle = {{AIAA} {Aviation} 2019 {Forum}},
	publisher = {American Institute of Aeronautics and Astronautics (AIAA)},
	author = {Corcione, Salvatore and Della Vecchia, P. and Nicolosi, Fabrizio and Ciliberti, Danilo and Cusati, Vincenzo},
	month = jun,
	year = {2019},
}

This paper deals with the aerodynamic design and analysis of the high lift capabilities of a three lifting surfaces turboprop aircraft. The aircraft under investigation is part of IRON European Union (EU) funded research project, aimed to provide an innovative regional turboprop aircraft, with advanced performance. This work is focused on evaluating the canard wakes effects on the wing high-lift capabilities. The effects of the canard wake on the wing have been evaluated in terms of downwash and induced angles. A preliminary investigation carried out through a three-dimensional panel method has been useful to evaluate the downwash and upwash produced by the canard on the wing both in the symmetry plane and in the spanwise direction. The estimated induced angles have been useful to improve both the wing root incidence and the spanwise twist distribution. In this way, it has been possible to compensate the loss in wing lift and to mitigate the upwash effects produced by the canard tip vortex. Panel code results have been also compared to a high-fidelity numerical method such as CFD-RANS calculations. The complete aircraft in landing configuration, including the horizontal tail plane, has been analyzed by means of RANS simulations. This analysis highlighted that the canard, when its flap is deployed, introduces a strong downwash angles on the tail plane despite the large horizontal stagger between those surfaces. This latter leads to a reduction of the longitudinal stability at low angles of attack. An investigation about different canard vertical positions and reduction of the canard flap deflection has been performed to carry out the aircraft layout being the best compromise between maximum achievable lift coefficient, longitudinal stability and architectural constraints.

@inproceedings{Ciliberti2019,
	title = {An {Approach} {To} {Preliminary} {Sizing} of {Turbo}- {Electric} {Aircraft} {With} {Distributed} {Propulsion}},
	copyright = {All rights reserved},
	booktitle = {{AIDAA} {XXV} {International} {Congress}},
	author = {Ciliberti, Danilo and Orefice, Francesco and Della Vecchia, Pierluigi and Nicolosi, Fabrizio and Corcione, Salvatore},
	year = {2019},
	note = {Issue: September},
	pages = {1--8},
}

@inproceedings{Orefice2019,
	address = {Reston, Virginia},
	title = {Correction: {Aircraft} {Conceptual} {Design} {Including} {Powertrain} {System} {Architecture} and {Distributed} {Propulsion}},
	copyright = {All rights reserved},
	isbn = {978-1-62410-590-6},
	url = {http://arc.aiaa.org},
	doi = {10.2514/6.2019-4465.c1},
	abstract = {© 2019 AIAA. The paper presents a thorough conceptual design approach for a generic aircraft with conventional, hybrid-electric, or full-electric powertrain. It follows the steps of classic aircraft design methods, including the main aspects related to the hybridization of an aircraft: powertrain architectures, energy sources, aerodynamic-propulsive interactions, stability and control effects. Such aircraft is designed considering design and regulations requirements. Three are the main steps of the conceptual design approach presented: preliminary design, sizing, and analysis. The first step provides a statistical baseline, including both geometry and weight breakdown, moving from top-level requirements. The sizing activity provides the energetic requirements and the mass breakdown, by combining the free choice of the designer with aviation regulations and requirements. The subsequent analysis aims to choose the baseline for high-fidelity optimization. The first application of the presented workflow deals with regional turboprop aircraft and it is based on the ATR-42 design mission. However, in the present work, a further investigation of the possible concepts, based on different design missions, highlights that the competitiveness of hybrid-electric aircrafts cannot be based on the same mission profiles on which nowadays aircrafts have been designed.},
	urldate = {2020-09-24},
	booktitle = {{AIAA} {Propulsion} and {Energy} {Forum}},
	publisher = {American Institute of Aeronautics and Astronautics},
	author = {Orefice, Francesco and Della Vecchia, Pierluigi and Ciliberti, Danilo and Nicolosi, Fabrizio},
	month = aug,
	year = {2019},
}

© 2019 AIAA. The paper presents a thorough conceptual design approach for a generic aircraft with conventional, hybrid-electric, or full-electric powertrain. It follows the steps of classic aircraft design methods, including the main aspects related to the hybridization of an aircraft: powertrain architectures, energy sources, aerodynamic-propulsive interactions, stability and control effects. Such aircraft is designed considering design and regulations requirements. Three are the main steps of the conceptual design approach presented: preliminary design, sizing, and analysis. The first step provides a statistical baseline, including both geometry and weight breakdown, moving from top-level requirements. The sizing activity provides the energetic requirements and the mass breakdown, by combining the free choice of the designer with aviation regulations and requirements. The subsequent analysis aims to choose the baseline for high-fidelity optimization. The first application of the presented workflow deals with regional turboprop aircraft and it is based on the ATR-42 design mission. However, in the present work, a further investigation of the possible concepts, based on different design missions, highlights that the competitiveness of hybrid-electric aircrafts cannot be based on the same mission profiles on which nowadays aircrafts have been designed.

@inproceedings{Corcione2019,
	title = {Directional {Stability} {Issues} of a {Three} {Lifting} {Surfaces} {Aircraft}},
	copyright = {All rights reserved},
	booktitle = {{AIDAA} {XXV} {International} {Congress}},
	author = {Corcione, Salvatore and Cusati, Vincenzo and Nicolosi, Fabrizio and Ciliberti, Danilo},
	year = {2019},
	note = {Issue: September},
	pages = {1--9},
}

@inproceedings{Cusati2019,
	title = {Longitudinal stability issues including propulsive effects on an innovative commercial propeller-driven aircraft},
	copyright = {All rights reserved},
	isbn = {978-1-62410-589-0},
	url = {https://arc.aiaa.org/doi/10.2514/6.2019-2882},
	doi = {10.2514/6.2019-2882},
	booktitle = {{AIAA} {Aviation} {Forum}},
	author = {Cusati, Vincenzo and Nicolosi, Fabrizio and Corcione, Salvatore and Ciliberti, Danilo and Della Vecchia, Pierluigi},
	year = {2019},
	note = {Issue: June},
	pages = {1--16},
}

@misc{Prakasha2018,
	title = {Multidisciplinary {Design} {Analysis} of {BWB} {Aircraft} {Through} {Collaborative} {Design} {Approach} : {AGILE} {EU} {Project}},
	copyright = {All rights reserved},
	author = {Prakasha, Prajwal S and Ciampa, Pier Davide and Della Vecchia, Pierluigi and Ciliberti, Danilo and Voskuijl, Mark and Charbonnier, Dominique and Jungo, Aidan and Fioriti, Marco and Anisimov, Kirill and {Mirz}},
	year = {2018},
	doi = {10.13140/RG.2.2.30859.54561},
	note = {Publication Title: 31th Congress of the International Council of the Aeronautical Sciences
Place: Belo Horizonte, Brazil},
}

@inproceedings{Cusati2018,
	address = {Belo Horizonte, Brazil},
	title = {Numerical {High} {Lift} {Prediction} on the {JAXA} {Standard} {Model}},
	copyright = {All rights reserved},
	booktitle = {31th {Congress} of the {International} {Council} of the {Aeronautical} {Sciences}},
	author = {Cusati, Vincenzo and Della Vecchia, Pierluigi and Ciliberti, Danilo and Corcione, Salvatore},
	year = {2018},
}

@inproceedings{Nicolosi2018,
	address = {Atlanta, GA},
	title = {Wind tunnel testing of a generic regional turboprop aircraft modular model and development of improved design guidelines},
	copyright = {All rights reserved},
	isbn = {978-1-62410-559-3},
	url = {https://arc.aiaa.org/doi/10.2514/6.2018-2855},
	doi = {10.2514/6.2018-2855},
	urldate = {2019-03-28},
	booktitle = {2018 {Applied} {Aerodynamics} {Conference}},
	publisher = {American Institute of Aeronautics and Astronautics},
	author = {Nicolosi, Fabrizio and Ciliberti, Danilo and Della Vecchia, Pierluigi and Corcione, Salvatore},
	month = jun,
	year = {2018},
}

@inproceedings{Prakasha2018a,
	address = {Atlanta, GA},
	title = {Model {Based} {Collaborative} {Design} \& {Optimization} of {Blended} {Wing} {Body} {Aircraft} {Configuration} : {AGILE} {EU} {Project}},
	copyright = {All rights reserved},
	isbn = {978-1-62410-556-2},
	url = {https://arc.aiaa.org/doi/10.2514/6.2018-4006},
	doi = {10.2514/6.2018-4006},
	urldate = {2019-03-28},
	booktitle = {2018 {Aviation} {Technology}, {Integration}, and {Operations} {Conference}},
	publisher = {American Institute of Aeronautics and Astronautics},
	author = {Prakasha, Prajwal S. and Della Vecchia, Pierluigi and Ciampa, Pier and Ciliberti, Danilo and Charbonnier, Dominique and Jungo, Aidan and Fioriti, Marco and Boggero, Luca and Mirzoyan, Artur and Anisimov, Kirill and Zhang, Mengmeng and Voskuijl, Mark},
	month = jun,
	year = {2018},
}

@article{Ciliberti2017a,
	title = {Aircraft directional stability and vertical tail design: {A} review of semi-empirical methods},
	volume = {95},
	copyright = {All rights reserved},
	issn = {03760421},
	url = {https://www.sciencedirect.com/science/article/pii/S0376042117301598},
	doi = {10.1016/J.PAEROSCI.2017.11.001},
	abstract = {Aircraft directional stability and control are related to vertical tail design. The safety, performance, and flight qualities of an aircraft also depend on a correct empennage sizing. Specifically, the vertical tail is responsible for the aircraft yaw stability and control. If these characteristics are not well balanced, the entire aircraft design may fail. Stability and control are often evaluated, especially in the preliminary design phase, with semi-empirical methods, which are based on the results of experimental investigations performed in the past decades, and occasionally are merged with data provided by theoretical assumptions. This paper reviews the standard semi-empirical methods usually applied in the estimation of airplane directional stability derivatives in preliminary design, highlighting the advantages and drawbacks of these approaches that were developed from wind tunnel tests performed mainly on fighter airplane configurations of the first decades of the past century, and discussing their applicability on current transport aircraft configurations. Recent investigations made by the authors have shown the limit of these methods, proving the existence of aerodynamic interference effects in sideslip conditions which are not adequately considered in classical formulations. The article continues with a concise review of the numerical methods for aerodynamics and their applicability in aircraft design, highlighting how Reynolds-Averaged Navier-Stokes (RANS) solvers are well-suited to attain reliable results in attached flow conditions, with reasonable computational times. From the results of RANS simulations on a modular model of a representative regional turboprop airplane layout, the authors have developed a modern method to evaluate the vertical tail and fuselage contributions to aircraft directional stability. The investigation on the modular model has permitted an effective analysis of the aerodynamic interference effects by moving, changing, and expanding the available airplane components. Wind tunnel tests over a wide range of airplane configurations have been used to validate the numerical approach. The comparison between the proposed method and the standard semi-empirical methods available in literature proves the reliability of the innovative approach, according to the available experimental data collected in the wind tunnel test campaign.},
	urldate = {2017-12-01},
	journal = {Progress in Aerospace Sciences},
	author = {Ciliberti, Danilo and Della Vecchia, Pierluigi and Nicolosi, Fabrizio and De Marco, Agostino},
	month = nov,
	year = {2017},
	pages = {140--172},
}

Aircraft directional stability and control are related to vertical tail design. The safety, performance, and flight qualities of an aircraft also depend on a correct empennage sizing. Specifically, the vertical tail is responsible for the aircraft yaw stability and control. If these characteristics are not well balanced, the entire aircraft design may fail. Stability and control are often evaluated, especially in the preliminary design phase, with semi-empirical methods, which are based on the results of experimental investigations performed in the past decades, and occasionally are merged with data provided by theoretical assumptions. This paper reviews the standard semi-empirical methods usually applied in the estimation of airplane directional stability derivatives in preliminary design, highlighting the advantages and drawbacks of these approaches that were developed from wind tunnel tests performed mainly on fighter airplane configurations of the first decades of the past century, and discussing their applicability on current transport aircraft configurations. Recent investigations made by the authors have shown the limit of these methods, proving the existence of aerodynamic interference effects in sideslip conditions which are not adequately considered in classical formulations. The article continues with a concise review of the numerical methods for aerodynamics and their applicability in aircraft design, highlighting how Reynolds-Averaged Navier-Stokes (RANS) solvers are well-suited to attain reliable results in attached flow conditions, with reasonable computational times. From the results of RANS simulations on a modular model of a representative regional turboprop airplane layout, the authors have developed a modern method to evaluate the vertical tail and fuselage contributions to aircraft directional stability. The investigation on the modular model has permitted an effective analysis of the aerodynamic interference effects by moving, changing, and expanding the available airplane components. Wind tunnel tests over a wide range of airplane configurations have been used to validate the numerical approach. The comparison between the proposed method and the standard semi-empirical methods available in literature proves the reliability of the innovative approach, according to the available experimental data collected in the wind tunnel test campaign.

@article{Nicolosi2017a,
	title = {A comprehensive review of vertical tail design},
	volume = {89},
	copyright = {All rights reserved},
	issn = {0002-2667},
	url = {http://www.emeraldinsight.com/doi/10.1108/AEAT-11-2016-0213},
	doi = {10.1108/AEAT-11-2016-0213},
	abstract = {Purpose
This work aims to deal with a comprehensive review of design methods for aircraft directional stability and vertical tail sizing. The focus on aircraft directional stability is due to the significant discrepancies that classical semi-empirical methods, as USAF DATCOM and ESDU, provide for some configurations because they are based on NACA wind tunnel (WT) tests about models not representative of an actual transport airplane.

Design/methodology/approach
The authors performed viscous numerical simulations to calculate the aerodynamic interference among aircraft parts on hundreds configurations of a generic regional turboprop aircraft, providing useful results that have been collected in a new vertical tail preliminary design method, named VeDSC.

Findings
The reviewed methods have been applied on a regional turboprop aircraft. The VeDSC method shows the closest agreement with numerical results. A WT test campaign involving more than 180 configurations has validated the numerical approach.

Practical implications
The investigation has covered both the linear and the non-linear range of the aerodynamic coefficients, including the mutual aerodynamic interference between the fuselage and the vertical stabilizer. Also, a preliminary investigation about rudder effectiveness, related to aircraft directional control, is presented.

Originality/value
In the final part of the paper, critical issues in vertical tail design are reviewed, highlighting the significance of a good estimation of aircraft directional stability and control derivatives.},
	number = {4},
	journal = {Aircraft Engineering and Aerospace Technology},
	author = {Nicolosi, Fabrizio and Ciliberti, Danilo and Della Vecchia, Pierluigi and Corcione, Salvatore and Cusati, Vincenzo},
	year = {2017},
	pmid = {19878769},
	note = {arXiv: hep-lat/0007035
ISBN: 9780203209493},
	pages = {547--557},
}

Purpose This work aims to deal with a comprehensive review of design methods for aircraft directional stability and vertical tail sizing. The focus on aircraft directional stability is due to the significant discrepancies that classical semi-empirical methods, as USAF DATCOM and ESDU, provide for some configurations because they are based on NACA wind tunnel (WT) tests about models not representative of an actual transport airplane. Design/methodology/approach The authors performed viscous numerical simulations to calculate the aerodynamic interference among aircraft parts on hundreds configurations of a generic regional turboprop aircraft, providing useful results that have been collected in a new vertical tail preliminary design method, named VeDSC. Findings The reviewed methods have been applied on a regional turboprop aircraft. The VeDSC method shows the closest agreement with numerical results. A WT test campaign involving more than 180 configurations has validated the numerical approach. Practical implications The investigation has covered both the linear and the non-linear range of the aerodynamic coefficients, including the mutual aerodynamic interference between the fuselage and the vertical stabilizer. Also, a preliminary investigation about rudder effectiveness, related to aircraft directional control, is presented. Originality/value In the final part of the paper, critical issues in vertical tail design are reviewed, highlighting the significance of a good estimation of aircraft directional stability and control derivatives.

@inproceedings{DellaVecchia2017,
	address = {Denver, Colorado},
	title = {Game theory and evolutionary algorithms applied to {MDO} in the {AGILE} {European} project},
	copyright = {All rights reserved},
	isbn = {978-1-62410-507-4},
	url = {https://arc.aiaa.org/doi/10.2514/6.2017-4330},
	doi = {10.2514/6.2017-4330},
	abstract = {© 2017 American Institute of Aeronautics and Astronautics Inc, AIAA. All rights reserved. In this paper, an optimization technique in aircraft design field, based on game theory and evolutionary algorithms to define the key variables for Multi-Disciplinary aircraft Optimization (MDO) into AGILE (Aircraft 3rd Generation MDO for Innovative Collaboration of Heterogeneous Teams of Experts) European project, is presented. This work represents one of the contributions given by UniNa (University of Naples “Federico II”) research group within the AGILE project, which is coordinated by the DLR and funded by EU through the project HORIZON 2020 that aims to create an evolution of MDO, promoting a novel approach based on collaborative remote design and knowledge dissemination among various teams of experts. Since the aircraft design field is very complex in terms of number of involved variables and the dimension of the space of variation, it is not feasible to perform an optimization process on all the design parameters; this leads to the need to reduce the number of the parameters to the most significant ones. A multi-objective optimization approach allows many different variables, which could be a constraint or an objective function for the specific investigation; thus, setting the constraints and objectives to reach, it is possible to perform an optimization process and control which parameters significantly affect the final result. Within AGILE project, UniNa research group aims to perform wing optimization processes in a preliminary design stage, coupling Nash game theory (N) with typical genetic evolutionary algorithm (GA), reducing computational time and allowing a more realistic association among objective functions and variables, to identify the main ones that significantly affect final result and that consequently must be considered by the partners of the AGILE consortium to perform MDO in the final part of project, applying the proposed optimization technique to novel aircraft configuration.},
	urldate = {2017-08-22},
	booktitle = {18th {AIAA}/{ISSMO} {Multidisciplinary} {Analysis} and {Optimization} {Conference}},
	publisher = {American Institute of Aeronautics and Astronautics},
	author = {Della Vecchia, Pierluigi and Stingo, Luca and Corcione, Salvatore and Ciliberti, Danilo and Nicolosi, Fabrizio and De Marco, Agostino and Nardone, Giovanni},
	month = jun,
	year = {2017},
}

© 2017 American Institute of Aeronautics and Astronautics Inc, AIAA. All rights reserved. In this paper, an optimization technique in aircraft design field, based on game theory and evolutionary algorithms to define the key variables for Multi-Disciplinary aircraft Optimization (MDO) into AGILE (Aircraft 3rd Generation MDO for Innovative Collaboration of Heterogeneous Teams of Experts) European project, is presented. This work represents one of the contributions given by UniNa (University of Naples “Federico II”) research group within the AGILE project, which is coordinated by the DLR and funded by EU through the project HORIZON 2020 that aims to create an evolution of MDO, promoting a novel approach based on collaborative remote design and knowledge dissemination among various teams of experts. Since the aircraft design field is very complex in terms of number of involved variables and the dimension of the space of variation, it is not feasible to perform an optimization process on all the design parameters; this leads to the need to reduce the number of the parameters to the most significant ones. A multi-objective optimization approach allows many different variables, which could be a constraint or an objective function for the specific investigation; thus, setting the constraints and objectives to reach, it is possible to perform an optimization process and control which parameters significantly affect the final result. Within AGILE project, UniNa research group aims to perform wing optimization processes in a preliminary design stage, coupling Nash game theory (N) with typical genetic evolutionary algorithm (GA), reducing computational time and allowing a more realistic association among objective functions and variables, to identify the main ones that significantly affect final result and that consequently must be considered by the partners of the AGILE consortium to perform MDO in the final part of project, applying the proposed optimization technique to novel aircraft configuration.

@techreport{Nicolosi2017,
	title = {{RIBES} experimental test report},
	copyright = {All rights reserved},
	author = {Nicolosi, Fabrizio and Cusati, Vincenzo and Ciliberti, Danilo and Cella, Ubaldo},
	year = {2017},
	doi = {10.13140/RG.2.2.29154.43206},
}

@incollection{DeMarco2017,
	title = {High {Performance} {Computing} ({HPC}) and {Aerospace} {Research} {Activities} at the {University} of {Naples} {Federico} {II}},
	copyright = {All rights reserved},
	isbn = {978-981-4759-72-4},
	abstract = {This chapter summarizes the main research activities performed by the above-mentioned research group, which have been conducted in the past 3 years with the support of the SCoPE Supercomputing Center.},
	booktitle = {High {Performance} {Scientific} {Computing} {Using} {Distributed} {Infrastructures}},
	publisher = {World Scientific},
	author = {De Marco, Agostino and Nicolosi, Fabrizio and Coiro, Domenico and Tognaccini, Renato and Calise, Giuseppe and Della Vecchia, Pierluigi and Corcione, Salvatore and Ciliberti, Danilo and Mele, Benedetto},
	year = {2017},
	doi = {10.1142/9789814759717_0026},
}

This chapter summarizes the main research activities performed by the above-mentioned research group, which have been conducted in the past 3 years with the support of the SCoPE Supercomputing Center.

@phdthesis{Ciliberti2016,
	title = {An improved preliminary design methodology for aircraft directional stability prediction and vertical tailplane sizing},
	copyright = {All rights reserved},
	url = {http://www.fedoa.unina.it/10892/},
	abstract = {This work deals with the development of a new preliminary design method for aircraft directional stability and vertical tail sizing. It is focused on regional turboprop aircraft because of their economic advantage over regional jets on short routes, for the increasing oil price, and because of the market needs of new airplanes in the next 20 years. The focus on aircraft directional stability is due to the significant discrepancies that classical semi-empirical methods, as USAF DATCOM and ESDU, provide for some configurations, because they are based on NACA wind tunnel tests about models not representative of an actual transport airplane. This work exploits the CFD to calculate the aerodynamic interference among aircraft parts for hundreds configurations of a given layout, providing a useful method in aircraft preliminary design. A wind tunnel investigation involving about 180 configurations has validated the numerical approach. The innovation of the work concerns the numerical and experimental parametric study on the static directional stability of a model representative of the regional turboprop aircraft category and the direct measurement of the vertical stabilizer aerodynamic forces in the wind tunnel, in addition to the force and moments acting on the whole model. In this way, useful data about aerodynamic interference have been extracted from experimental tests, which are in good agreement with the results of numerical simulations.},
	urldate = {2017-08-01},
	school = {University of Naples "Federico II"},
	author = {Ciliberti, Danilo},
	year = {2016},
	doi = {10.13140/RG.2.2.13940.04483},
	url_paper={https://api.zotero.org/users/10829859/publications/items/BDLHPWGN/file/view}
}

This work deals with the development of a new preliminary design method for aircraft directional stability and vertical tail sizing. It is focused on regional turboprop aircraft because of their economic advantage over regional jets on short routes, for the increasing oil price, and because of the market needs of new airplanes in the next 20 years. The focus on aircraft directional stability is due to the significant discrepancies that classical semi-empirical methods, as USAF DATCOM and ESDU, provide for some configurations, because they are based on NACA wind tunnel tests about models not representative of an actual transport airplane. This work exploits the CFD to calculate the aerodynamic interference among aircraft parts for hundreds configurations of a given layout, providing a useful method in aircraft preliminary design. A wind tunnel investigation involving about 180 configurations has validated the numerical approach. The innovation of the work concerns the numerical and experimental parametric study on the static directional stability of a model representative of the regional turboprop aircraft category and the direct measurement of the vertical stabilizer aerodynamic forces in the wind tunnel, in addition to the force and moments acting on the whole model. In this way, useful data about aerodynamic interference have been extracted from experimental tests, which are in good agreement with the results of numerical simulations.

@article{Nicolosi2016b,
	title = {Fuselage aerodynamic prediction methods},
	volume = {55},
	copyright = {All rights reserved},
	issn = {12709638},
	doi = {10.1016/j.ast.2016.06.012},
	abstract = {A reliable estimation of the aerodynamics of the fuselage of an airplane is crucial in order to carry out a well-designed aircraft. About 30\% of an aircraft zero-lift drag source is due to the fuselage. Its aerodynamic instability is impacting wing and horizontal tail design, as well as aircraft directional stability characteristics. This paper proposes methods, developed through CFD analyses, to estimate fuselage aerodynamic drag, pitching, and yawing moment coefficients. These methods are focused on the regional turboprop aircraft category. Given the fuselage geometry, several charts allow to evaluate its aerodynamic characteristics. Numerical test cases are shown on several fuselage geometries and a comparison with typical semi-empirical methods is presented.},
	journal = {Aerospace Science and Technology},
	author = {Nicolosi, Fabrizio and Della Vecchia, Pierluigi and Ciliberti, Danilo and Cusati, Vincenzo},
	year = {2016},
	note = {ISBN: 978-1-62410-363-6},
	pages = {332--343},
}

A reliable estimation of the aerodynamics of the fuselage of an airplane is crucial in order to carry out a well-designed aircraft. About 30% of an aircraft zero-lift drag source is due to the fuselage. Its aerodynamic instability is impacting wing and horizontal tail design, as well as aircraft directional stability characteristics. This paper proposes methods, developed through CFD analyses, to estimate fuselage aerodynamic drag, pitching, and yawing moment coefficients. These methods are focused on the regional turboprop aircraft category. Given the fuselage geometry, several charts allow to evaluate its aerodynamic characteristics. Numerical test cases are shown on several fuselage geometries and a comparison with typical semi-empirical methods is presented.

@inproceedings{Nicolosi2016,
	address = {Washington, DC},
	title = {Aerodynamic {Design} {Guidelines} of {Aircraft} {Dorsal} {Fin}},
	copyright = {All rights reserved},
	isbn = {978-1-62410-437-4},
	url = {http://arc.aiaa.org/doi/10.2514/6.2016-4330},
	doi = {10.2514/6.2016-4330},
	abstract = {© American Institute of Aeronautics and Astronautics. All rights reserved.The present paper aims to provide aerodynamic design guidelines for an aircraft dorsal fin, obtained using CFD RANS technique. A parametric aerodynamic investigation about dorsal fin length, height, sweep angle, and planform area has been performed in order to evaluate the effects of geometric variations on the dorsal fin and vertical tail aerodynamic behavior in sideslip conditions. More than 30 dorsal fin geometries have been investigated, mounted on a typical large turbopropeller fuselage with a vertical tail. Main results show that there is no effect of the dorsal fin up to 20° of sideslip angle. At higher angles, the vertical tail stalls and the flow field around the empennage is strongly influenced by two vortices generated by the dorsal fin intersection with the fuselage (primary vortex) and with the vertical tail (secondary vortex). The stall phenomenon appears around 35° of sideslip angle. Moreover, dorsal fin slightly reduced fuselage instability. Finally, some wind tunnel tests have been performed on two dorsal fin geometries to validate the numerical analyses. Experimental tests have shown a good agreement with CFD simulations and have given useful qualitative indications on the aerodynamic behavior of the vertical tail at high angles of sideslip, with and without dorsal fin.},
	booktitle = {34th {AIAA} {Applied} {Aerodynamics} {Conference}},
	author = {Nicolosi, Fabrizio and Ciliberti, Danilo and Della Vecchia, Pierluigi},
	year = {2016},
	note = {Issue: June},
	pages = {1--13},
}

© American Institute of Aeronautics and Astronautics. All rights reserved.The present paper aims to provide aerodynamic design guidelines for an aircraft dorsal fin, obtained using CFD RANS technique. A parametric aerodynamic investigation about dorsal fin length, height, sweep angle, and planform area has been performed in order to evaluate the effects of geometric variations on the dorsal fin and vertical tail aerodynamic behavior in sideslip conditions. More than 30 dorsal fin geometries have been investigated, mounted on a typical large turbopropeller fuselage with a vertical tail. Main results show that there is no effect of the dorsal fin up to 20° of sideslip angle. At higher angles, the vertical tail stalls and the flow field around the empennage is strongly influenced by two vortices generated by the dorsal fin intersection with the fuselage (primary vortex) and with the vertical tail (secondary vortex). The stall phenomenon appears around 35° of sideslip angle. Moreover, dorsal fin slightly reduced fuselage instability. Finally, some wind tunnel tests have been performed on two dorsal fin geometries to validate the numerical analyses. Experimental tests have shown a good agreement with CFD simulations and have given useful qualitative indications on the aerodynamic behavior of the vertical tail at high angles of sideslip, with and without dorsal fin.

@inproceedings{Nicolosi2016a,
	address = {Warsaw, Poland},
	title = {A comprehensive review of vertical tail design},
	copyright = {All rights reserved},
	doi = {10.13140/RG.2.2.12606.69448},
	abstract = {This work deals with a comprehensive review of vertical tail design methods for aircraft directional stability and vertical tail sizing. The focus on aircraft directional stability is due to the significant discrepancies that classical semi-empirical methods, as USAF DATCOM and ESDU, provide for some configurations, since they are based on NACA wind tunnel tests about models not representative of an actual transport airplane. The authors performed RANS CFD simulations to calculate the aerodynamic interference among aircraft parts for hundreds configurations of a generic regional turboprop aircraft, providing useful results that have been collected in a new vertical tail preliminary design method, named VeDSC. Semi-empirical methods have been put in comparison on a regional turboprop aircraft, where the VeDSC method shows a strong agreement with numerical results. A wind tunnel investigation involving more than 180 configurations has validated the numerical approach. The investigation has covered both the linear and the non-linear range of the aerodynamic coefficients, including the mutual aerodynamic interference between the fuselage and the vertical stabilizer. Also, a preliminary investigation about rudder effectiveness, related to aircraft directional control, is presented. In the final part of the paper, critical issues in vertical tail design are reviewed, highlighting the significance of a good estimation of aircraft directional stability and control derivatives.},
	booktitle = {6th {Symposium} on {Collaboration} in {Aircraft} {Design}},
	author = {Nicolosi, Fabrizio and Ciliberti, Danilo and Della Vecchia, Pierluigi and Corcione, Salvatore and Cusati, Vincenzo},
	year = {2016},
}

This work deals with a comprehensive review of vertical tail design methods for aircraft directional stability and vertical tail sizing. The focus on aircraft directional stability is due to the significant discrepancies that classical semi-empirical methods, as USAF DATCOM and ESDU, provide for some configurations, since they are based on NACA wind tunnel tests about models not representative of an actual transport airplane. The authors performed RANS CFD simulations to calculate the aerodynamic interference among aircraft parts for hundreds configurations of a generic regional turboprop aircraft, providing useful results that have been collected in a new vertical tail preliminary design method, named VeDSC. Semi-empirical methods have been put in comparison on a regional turboprop aircraft, where the VeDSC method shows a strong agreement with numerical results. A wind tunnel investigation involving more than 180 configurations has validated the numerical approach. The investigation has covered both the linear and the non-linear range of the aerodynamic coefficients, including the mutual aerodynamic interference between the fuselage and the vertical stabilizer. Also, a preliminary investigation about rudder effectiveness, related to aircraft directional control, is presented. In the final part of the paper, critical issues in vertical tail design are reviewed, highlighting the significance of a good estimation of aircraft directional stability and control derivatives.

@article{Nicolosi2015b,
	title = {Aerodynamic {Interference} {Issues} in {Aircraft} {Directional} {Control}},
	volume = {28},
	copyright = {All rights reserved},
	issn = {0893-1321},
	doi = {10.1061/(ASCE)AS.1943-5525.0000379},
	abstract = {© 2014 American Society of Civil Engineers.This work investigates the aerodynamic interference among airplane components caused by rudder deflection for a typical turboprop aircraft geometry through the computational fluid dynamics technique. At no sideslip, an airplane is in symmetric flight conditions. The rudder deflection creates a local sideslip angle close to the vertical tailplane, and this effect is increased by fuselage and horizontal tail. Typical semiempirical methods, such as United States Air Force Stability and Control Data Compendium (USAF DATCOM), do not take into account for these effects, proposing the same corrective parameters both for pure sideslip and rudder deflection conditions. Numerical analyses executed on several aircraft configurations with different wing and horizontal tailplane positions show that the interference factors are smaller than those predicted by the USAF DATCOM procedure, providing guidelines for a more accurate aircraft directional control analysis and hence rudder preliminary design.},
	number = {1},
	journal = {Journal of Aerospace Engineering},
	author = {Nicolosi, Fabrizio and Della Vecchia, Pierluigi and Ciliberti, Danilo},
	month = jan,
	year = {2015},
}

© 2014 American Society of Civil Engineers.This work investigates the aerodynamic interference among airplane components caused by rudder deflection for a typical turboprop aircraft geometry through the computational fluid dynamics technique. At no sideslip, an airplane is in symmetric flight conditions. The rudder deflection creates a local sideslip angle close to the vertical tailplane, and this effect is increased by fuselage and horizontal tail. Typical semiempirical methods, such as United States Air Force Stability and Control Data Compendium (USAF DATCOM), do not take into account for these effects, proposing the same corrective parameters both for pure sideslip and rudder deflection conditions. Numerical analyses executed on several aircraft configurations with different wing and horizontal tailplane positions show that the interference factors are smaller than those predicted by the USAF DATCOM procedure, providing guidelines for a more accurate aircraft directional control analysis and hence rudder preliminary design.

@inproceedings{DellaVecchia2015,
	address = {Dallas, Texas},
	title = {Aircraft directional stability prediction method by {CFD}},
	volume = {2015-Janua},
	copyright = {All rights reserved},
	isbn = {978-1-62410-363-6},
	url = {http://arc.aiaa.org/doi/10.2514/6.2015-2255},
	doi = {10.2514/6.2015-2255},
	abstract = {© 2015 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.The aim of this paper is to present a new method to predict aircraft directional characteristics. The proposed approach is completely CFD based and it has been developed with more than 300 simulations of complete and partial aircraft configurations. The method accounts for mutual aerodynamic interference effects among components. First, the isolated vertical tailplane and fuselage yawing moment coefficients are calculated. Then, correction factors are applied to take into account for aircraft components (fuselage, wing, vertical and horizontal tailplanes). The corrected yawing moment coefficients represent the contributions of vertical tailplane and fuselage to aircraft directional stability, including the aerodynamic interference among all aircraft components. Finally, the method is tested and compared to typical semi-empirical approaches (USAF DATCOM, ESDU).},
	booktitle = {33rd {AIAA} {Applied} {Aerodynamics} {Conference}},
	author = {Della Vecchia, Pierluigi and Nicolosi, Fabrizio and Ciliberti, Danilo},
	year = {2015},
	note = {Issue: June},
}

© 2015 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.The aim of this paper is to present a new method to predict aircraft directional characteristics. The proposed approach is completely CFD based and it has been developed with more than 300 simulations of complete and partial aircraft configurations. The method accounts for mutual aerodynamic interference effects among components. First, the isolated vertical tailplane and fuselage yawing moment coefficients are calculated. Then, correction factors are applied to take into account for aircraft components (fuselage, wing, vertical and horizontal tailplanes). The corrected yawing moment coefficients represent the contributions of vertical tailplane and fuselage to aircraft directional stability, including the aerodynamic interference among all aircraft components. Finally, the method is tested and compared to typical semi-empirical approaches (USAF DATCOM, ESDU).

@inproceedings{Nicolosi2015,
	address = {Delft, NL},
	title = {Fuselage aerodynamic drag prediction method by {CFD}},
	copyright = {All rights reserved},
	abstract = {The aim of this work is the development of a new methodology to predict fuselage aerodynamic drag through CFD aerodynamic calculations. The investigation has been focused on typical large turboprop fuselage geometry. The geometry has been divided into three main components: nose, cabin, and fuselage tail. Fuselage fineness ratio, windshield angle (Ψ), and upsweep angle (θ), have been used as independent (geometric) variables to derive the drag prediction methodology. These parameters have been varied one by one, keeping the others constant. Several fuselage geometries have been generated and then analysed with Star-CCM+ in viscous, compressible flow regime. The effect of a high-wing-fuselage fairing has been also evaluated in terms of fuselage drag, varying the length and the fairing height. Results present a simple method to estimate the isolated fuselage drag coefficient and to take into account for a high-wing fairing geometry, typical for a turboprop aircraft.},
	booktitle = {5th {CEAS} {Air} \& {Space} {Conference}},
	author = {Nicolosi, Fabrizio and Della Vecchia, Pierluigi and Ciliberti, Danilo and Cusati, Vincenzo},
	year = {2015},
}

The aim of this work is the development of a new methodology to predict fuselage aerodynamic drag through CFD aerodynamic calculations. The investigation has been focused on typical large turboprop fuselage geometry. The geometry has been divided into three main components: nose, cabin, and fuselage tail. Fuselage fineness ratio, windshield angle (Ψ), and upsweep angle (θ), have been used as independent (geometric) variables to derive the drag prediction methodology. These parameters have been varied one by one, keeping the others constant. Several fuselage geometries have been generated and then analysed with Star-CCM+ in viscous, compressible flow regime. The effect of a high-wing-fuselage fairing has been also evaluated in terms of fuselage drag, varying the length and the fairing height. Results present a simple method to estimate the isolated fuselage drag coefficient and to take into account for a high-wing fairing geometry, typical for a turboprop aircraft.

@inproceedings{Nicolosi2015a,
	address = {Dallas, Texas},
	title = {Fuselage aerodynamic prediction methods},
	copyright = {All rights reserved},
	url = {https://arc.aiaa.org/doi/abs/10.2514/6.2015-2257},
	doi = {https://doi.org/10.2514/6.2015-2257},
	booktitle = {33rd {AIAA} {Applied} {Aerodynamics} {Conference}},
	author = {Nicolosi, Fabrizio and Della Vecchia, Pierluigi and Ciliberti, Danilo and Cusati, Vincenzo and Attanasio, Lorenzo},
	year = {2015},
}

@inproceedings{nicolosi_development_2014,
	title = {Development {Of} {New} {Preliminary} {Design} {Methodologies} {For} {Regional} {Turboprop}},
	copyright = {All rights reserved},
	shorttitle = {{ICAS} 2014},
	booktitle = {29th {Congress} of the {International} {Council} of the {Aeronautical} {Sciences}},
	author = {Nicolosi, Fabrizio and Vecchia, Pierluigi Della and Ciliberti, Danilo and Cusati, Vincenzo},
	month = sep,
	year = {2014},
	pages = {1--11},
}

@inproceedings{Nicolosi2014,
	address = {St. Petersburg, Russia},
	title = {Development of new preliminary design methodologies for regional turboprop aircraft by {CFD} analyses},
	copyright = {All rights reserved},
	isbn = {3-932182-80-4},
	abstract = {Since 2011 the aerodynamic research group of the Dept. of Industrial Engineering of the University of Naples "Federico II" makes use of the University's computing grid infrastructure SCoPE to perform parallel computing simulations with the commercial CAE package Star-CCM+. This infrastructure allows Navier-Stokes calculations on complete aircraft configurations in a relative short amount of time. Therefore, the software and the above mentioned infrastructure allow the parametric analysis of several configurations that are extremely useful to the correct estimation of aerodynamic interference among aircraft components and to highlight some useful trends that could indicate how a specific aerodynamic characteristic (i.e. the drag of a component, the wing downwash or the directional stability contribution of the vertical tail) is linked to aircraft geometrical parameters. Thus, with the choice of a specific set of test-cases it is possible to make a deep investigation on some aerodynamic features and, from the analyses of results, it is possible to extract and develop ad-hoc semi-empirical methodologies that could be used in preliminary design activities. In this paper, two investigations are presented: The aerodynamic interference among aircraft components in sideslip and the aerodynamic characteristics of a fuselage, focusing on typical large turbopropeller aircraft category.},
	booktitle = {29th {Congress} of the {International} {Council} of the {Aeronautical} {Sciences}},
	author = {Nicolosi, F. and Della Vecchia, P. and Ciliberti, D. and Cusati, V.},
	year = {2014},
}

Since 2011 the aerodynamic research group of the Dept. of Industrial Engineering of the University of Naples "Federico II" makes use of the University's computing grid infrastructure SCoPE to perform parallel computing simulations with the commercial CAE package Star-CCM+. This infrastructure allows Navier-Stokes calculations on complete aircraft configurations in a relative short amount of time. Therefore, the software and the above mentioned infrastructure allow the parametric analysis of several configurations that are extremely useful to the correct estimation of aerodynamic interference among aircraft components and to highlight some useful trends that could indicate how a specific aerodynamic characteristic (i.e. the drag of a component, the wing downwash or the directional stability contribution of the vertical tail) is linked to aircraft geometrical parameters. Thus, with the choice of a specific set of test-cases it is possible to make a deep investigation on some aerodynamic features and, from the analyses of results, it is possible to extract and develop ad-hoc semi-empirical methodologies that could be used in preliminary design activities. In this paper, two investigations are presented: The aerodynamic interference among aircraft components in sideslip and the aerodynamic characteristics of a fuselage, focusing on typical large turbopropeller aircraft category.

@inproceedings{DellaVecchia2013,
	address = {Napoli, Italy},
	title = {Numerical aerodynamic analysis on a trapezoidal wing with high lift devices: a comparison with experimental data},
	copyright = {All rights reserved},
	booktitle = {{XXII} {AIDAA} {Conference}},
	publisher = {Associazione Italiana di Aeronautica e Astronautica},
	author = {Della Vecchia, Pierluigi and Ciliberti, Danilo},
	year = {2013},
}

@inproceedings{Ciliberti2013a,
	address = {Napoli, Italy},
	title = {A new approach in aircraft vertical tailplane design},
	copyright = {All rights reserved},
	booktitle = {22nd {AIDAA} {Conference}},
	publisher = {Associazione Italiana di Aeronautica e Astronautica},
	author = {Ciliberti, D and Nicolosi, F and Della Vecchia, P},
	year = {2013},
}

@article{Nicolosi2013,
	title = {An investigation on vertical tailplane contribution to aircraft sideforce},
	volume = {28},
	copyright = {All rights reserved},
	issn = {12709638},
	doi = {10.1016/j.ast.2012.12.006},
	abstract = {The paper presents a deep investigation on the aerodynamics of the vertical tailplane and the correct estimation of its contribution to aircraft directional stability and control, especially during the preliminary design phase. Nowadays the most used methodologies in preliminary design to estimate the contribution of vertical tailplane on aircraft directional stability and control are (i) the classical method proposed by USAF DATCOM (also presented in several aeronautics textbooks) and (ii) the method presented in ESDU reports. Both methodologies derive from NACA World War II reports of the first half of the '900, based on obsolete geometries that do not represent the typical shape of a transport aircraft. The other limit is that these methods give quite different results for certain configurations, e.g. in the case of horizontal stabilizer mounted in fuselage. As shown in literature, the main effects on the sideforce coefficient of the vertical tail are due to the interactions among the aircraft components. In order to better highlight these effects, a different approach using the RANS equations has been adopted. Several CFD calculations have been performed on some test cases (used as experimental database) described in NACA reports to verify the compliance of CFD results with available experimental data. The CFD calculations (performed through the use of a parallel supercomputing platform) have shown a good agreement between numerical and experimental data. Subsequently the above mentioned effects have been deeply investigated on a new set of aircraft configurations. The configurations that have been prepared differ among them for wing aspect ratio, wing-fuselage relative position (high-wing/low-wing), vertical tailplane aspect ratio (vertical tail span versus fuselage height) and horizontal tailplane position respect to the vertical tailplane (with the aim of investigating the effect of fin-mounted T configuration, typical of regional turboprop transport aircraft). All the CFD analyses have been carefully post-processed and have been useful to obtain new curves to predict the above mentioned effects and thus to have a more accurate estimation of vertical tailplane contribution to aircraft directional stability and control. ?? 2012 Elsevier Masson SAS. All rights reserved.},
	number = {1},
	journal = {Aerospace Science and Technology},
	author = {Nicolosi, Fabrizio and Della Vecchia, Pierluigi and Ciliberti, Danilo},
	year = {2013},
	pages = {401--416},
}

The paper presents a deep investigation on the aerodynamics of the vertical tailplane and the correct estimation of its contribution to aircraft directional stability and control, especially during the preliminary design phase. Nowadays the most used methodologies in preliminary design to estimate the contribution of vertical tailplane on aircraft directional stability and control are (i) the classical method proposed by USAF DATCOM (also presented in several aeronautics textbooks) and (ii) the method presented in ESDU reports. Both methodologies derive from NACA World War II reports of the first half of the '900, based on obsolete geometries that do not represent the typical shape of a transport aircraft. The other limit is that these methods give quite different results for certain configurations, e.g. in the case of horizontal stabilizer mounted in fuselage. As shown in literature, the main effects on the sideforce coefficient of the vertical tail are due to the interactions among the aircraft components. In order to better highlight these effects, a different approach using the RANS equations has been adopted. Several CFD calculations have been performed on some test cases (used as experimental database) described in NACA reports to verify the compliance of CFD results with available experimental data. The CFD calculations (performed through the use of a parallel supercomputing platform) have shown a good agreement between numerical and experimental data. Subsequently the above mentioned effects have been deeply investigated on a new set of aircraft configurations. The configurations that have been prepared differ among them for wing aspect ratio, wing-fuselage relative position (high-wing/low-wing), vertical tailplane aspect ratio (vertical tail span versus fuselage height) and horizontal tailplane position respect to the vertical tailplane (with the aim of investigating the effect of fin-mounted T configuration, typical of regional turboprop transport aircraft). All the CFD analyses have been carefully post-processed and have been useful to obtain new curves to predict the above mentioned effects and thus to have a more accurate estimation of vertical tailplane contribution to aircraft directional stability and control. ?? 2012 Elsevier Masson SAS. All rights reserved.

@inproceedings{Ciliberti2013,
	address = {Milano, Italy},
	title = {A new vertical tailplane sideforce evaluation procedure},
	copyright = {All rights reserved},
	booktitle = {9th {AIAA}-{Pegasus} {Conference}},
	author = {Ciliberti, Danilo},
	year = {2013},
}

@techreport{Ciliberti2011,
	title = {Conceptual design of a 90 pax regional turboprop},
	copyright = {All rights reserved},
	author = {Ciliberti, Danilo and Cafiero, Gioacchino and Scognamiglio, Alfredo and Violano, Francesco Paolo},
	year = {2011},
}