Aircraft

Active flow control X-Plane uses virtual control surfaces made from air

Active flow control X-Plane uses virtual control surfaces made from air
Aurora's active flow control prototype in a wind tunnel. The final X-Plane will have a 30-foot wingspan, and no external control surfaces
Aurora's active flow control prototype in a wind tunnel. The final X-Plane will have a 30-foot wingspan, and no external control surfaces
View 3 Images
Aurora's active flow control prototype in a wind tunnel. The final X-Plane will have a 30-foot wingspan, and no external control surfaces
1/3
Aurora's active flow control prototype in a wind tunnel. The final X-Plane will have a 30-foot wingspan, and no external control surfaces
Over four weeks of wind tunnel testing yielded enough data for Aurora to begin building an AFC flight control system
2/3
Over four weeks of wind tunnel testing yielded enough data for Aurora to begin building an AFC flight control system
Banks of nozzles along the wings blast compressed air to alter the aerodynamics as necessary
3/3
Banks of nozzles along the wings blast compressed air to alter the aerodynamics as necessary
View gallery - 3 images

DARPA has awarded Aurora Flight Sciences a phase 2 contract for its CRANE (Control of Revolutionary Aircraft with Novel Effectors) program, following wind tunnel testing of a small-scale X-plane that uses compressed air bursts instead of control surfaces.

Elevators, ailerons, rudders, flaps, flaperons, stabilators ... From the Wright Brothers' Flyer to the F-35, nearly every airplane ever built has used moving control surfaces to subtly change its shape during flight, altering the aerodynamic pressures and forces to adjust pitch, yaw and roll.

DARPA's CRANE program will not; its target is to build "an X-plane demonstrator that can fly without traditional moving flight controls on the exterior of the wings and tail." Why? The agency hopes to eliminate the weight and mechanical complexity involved in moving control surfaces. It wants to reduce drag for greater efficiency, it wants to run thicker wings for structural reasons and to hold more fuel, and it wants to simplify high-lift systems, improve overall performance and enable higher angles of attack.

Banks of nozzles along the wings blast compressed air to alter the aerodynamics as necessary
Banks of nozzles along the wings blast compressed air to alter the aerodynamics as necessary

This aircraft will have no exterior moving parts. It'll fly instead using Active Flow Control (AFC), using a series of nozzle arrays along the wings connected to a pressurized air system, capable of blowing controlled bursts of air that can directly modify the air pressure and flow around the aircraft, and mess with the boundary layers between streams of air moving at different speeds. Effectively, it's designed to create virtual control surfaces out of compressed air.

A similar AFC program underway at NATO's Science and Technology Organization had small-scale models flying some five years ago, but Aurora Flight Sciences has been working mainly in a wind tunnel to date. In phase 1 model testing, the company built a 25% scale prototype aircraft with 11 movable conventional control surfaces, as well as 14 AFC banks fed by eight individually controllable air supply channels. Over four weeks of wind tunnel testing, more than 14,000 data points were collected.

Now, as phase 2 of the project begins, Aurora has begun the detailed engineering design of a full-scale unmanned AFC test plane, with a 30-foot (9-m) wingspan, a gross weight of 7,000 lb (3,175 kg), and the capability to fly at speeds up to Mach 0.7 (537 mph, 864 km/h). This will be a modular machine, with swappable wings to test different wing shapes and sweeps, and the ability to change out entire AFC effector nozzle banks to test different designs.

Over four weeks of wind tunnel testing yielded enough data for Aurora to begin building an AFC flight control system
Over four weeks of wind tunnel testing yielded enough data for Aurora to begin building an AFC flight control system

Should DARPA pick up the option on phase 3 of this project, Aurora will build the thing and get it into flight testing sometime in 2025.

“Over the past several decades, the active flow control community has made significant advancements that enable the integration of active flow control technologies into advanced aircraft. We are confident about completing the design and flight test of a demonstration aircraft with AFC as the primary design consideration,” said DARPA's CRANE Program Manager Richard Wlezien. “With a modular wing section and modular AFC effectors, the CRANE X-plane has the potential to live on as a national test asset long after the CRANE program has concluded.”

“Given all that we have learned about AFC and its application to tactical aircraft in prior phases of CRANE, the next step is to prove out these learnings in flight,” adds Graham Drozeski, vice president of government programs at Aurora. “The CRANE X-plane is designed specifically to explore the effectiveness of AFC technologies at mission relevant scale and Mach numbers.”

Source: DARPA

View gallery - 3 images
9 comments
9 comments
Troublesh00ter
I can see where directed air pressure could be used for directional control (yaw, pitch, roll), but what about flaps for lowering stall speed for landing? Or is this aircraft just going to rough it and come in hot?
Expanded Viewpoint
Since it's not planned to be a manned aircraft, just dropping engine power might be enough to effect a good landing.
Craig Sharp
Can we call it Thunderbird 2?
John Thornton
The Wright brothers flyer didn't have flaps. It used wing warping.
anthony88
Does this need to carry a compressor to ready the air for use? If the compressor system stops working, what is the backup plan?
drzarkov99
Reaction control system, the legacy of spaceflight. I suspect a strong burst of compressed air against the direction of flight could substitute for the drag of flaps.
TpPa
At speeds intake openings on the nose could be used to create it's own compressed air, it would need stronger bursts the faster it goes, but the faster it is going the air pressure on the nose would also increase to cover those needs.
pbethel
"The Wright brothers flyer didn't have flaps." It used wing warping. turning the whole wing into a moving control surface.
" I suspect a strong burst of compressed air against the direction of flight could substitute for the drag of flaps." Flaps increase lift. Increased drag is just an unfortunate side effect. What you describe is reverse thrusters for braking.
MQ
All very interesting... noting that half of the design intents contradict...

CRANFIELD BAE Demon UAV, has a few of these features well solved...

In a fully active, powered actuation aircraft, the only safe fault mode is a parachute, no power off gliding here.. (like many low rotor count multicopters)