DOI: 10.

13009/EUCASS2019-494

8TH EUROPEAN CONFERENCE FOR AERONAUTICS AND SPACE SCIENCES (EUCASS)

Cessna Citation X Static Cruise Improvement using Morphing

Wing Application on its Horizontal Tail
Marine Segui, Vittorio Rogoli and Ruxandra Mihaela Botez
ETS, Laboratory of Active Controls, Avionics and AeroServoElasticity
1100 Notre Dame West, Montreal, Quebec, Canada, H3C-1K3
[email protected]

Alessandro Ceruti
University of Bologna, Department of Industrial Engineering, Italy

Abstract
This research consists in reducing Cessna Citation X fuel consumption using a morphing technique
applied on its horizontal tail. The airfoil of the horizontal tail is morphed according to known airfoils
series as NACA 4 digits and NACA 6 digits. Airfoils of each series have been selected by their
capacity to act on the trim manoeuver without using the stabilizer position, while reducing the fuel
consumption of the Cessna Citation X. Up to 2.92% of the fuel consumption has been saved for more
than 160 static cruise conditions tested.

1. Introduction

This paper presents a study conducted at the Research Laboratory in Active Control, Avionics and
Aeroservoelasticity (LARCASE), needed to improve the fuel efficiency of the Cessna Citation X business jet.
Several methods could be used to reduce the fuel consumption of an aircraft. For instance, airlines could optimize
their aircraft trajectories according to the forecasted weather at the time of each flight [1-9]. From a design point of
view, it is feasible to improve aircraft performances with new optimized components (surfaces), for example, with
more ecological engines [10]-[11]. All these techniques will provide some benefits for both airline companies, and
for the environment thanks to the fuel saving [12-14]. Another technique, called “morphing wing” has for goal to
improve the wing geometry of an aircraft throughout the flight. By changing it shape during the flight, the wing is
aerodynamically optimized at each time of the flight, that conducts to a drag reduction, and thus to a fuel saving [15-
21].

Morphing wing techniques could be applied on different components of an aircraft. Several studies have shown that a
distortion of the wing according to its airfoil could lead to 14% of drag reduction [20]-[22-25]. Similarly, it has been
shown that wing flaps could be replaced by a morphing trailing edge [26]-[27]. Consequently, the discontinuity
between the wing and the flap was removed, which reduced greatly the drag generated. As another example, a study
aiming to improve the winglets position throughout the flight allowed to increase the rate of climb by 26 feet/min
[28]. Finally, the LARCASE team has shown that up to 45 kg of fuel per hour could be saved by applying a
morphing technique on the horizontal tail of the Cessna Citation X [31]. This morphing technique has for goal to trim
the Cessna Citation X by changing the horizontal tail airfoil only (i.e. without using the stabilizer motion). Indeed, in
order to pay attention to the weight that the morphing system would add to the horizontal tail, it was supposed that
the morphing motion will replace the stabilizer motion to trim the airplane. Consequently, this research consisted in
finding airfoils shapes that could act on the pitching moment of the aircraft without inducing more drag than the
original configuration. For this reason, an airfoil generator based on BP3434 parametrized curve [29], combined to
an optimization algorithm (Particle Swarm) was used. This methodology has allowed to find convenient airfoils
shapes, however, there was no continuity between them (i.e. airfoils have not a common shape). Therefore, it was
difficult to implement a morphing mechanism.

With the idea of implementing a morphing mechanism on the Cessna Citation X horizontal tail, it was required to
constrain the airfoil shapes, for instance using NACA series. Consequently, the study presented in this paper aims to
verify that airfoils coming from a NACA series could improve Cessna Citation X performances (i.e. reduce the fuel
consumption), as airfoils found using BP3434 parameterized curves.

Copyright  2019 by Marine Segui, Vittorio Rugoli and Al. Published by the EUCASS association with permission.
 DOI: 10.13009/EUCASS2019-494

Marine Segui, Vittorio Rugoli, Ruxandra Botez and Alessandro Ceruti

Because the LARCASE has a level D Research Aircraft Flight Simulator (RAFS) of the Cessna Citation X, the study
was performed for this aircraft. The level D is the highest qualification level issued by the Federal Aviation
Administration (FAA), meaning that flight simulator data are extremely close to those provided by the real Citation
X aircraft [30].

The Cessna Citation X is a business jet able to perform more than 6 300 km as range distance. It took its first flight
on December 1993, and is the fastest civil aircraft behind the Concorde. It has a T-tail configuration and it is
powered by two engines located at the rear of the fuselage. The Cessna Citation X main performances characteristics
are shown in Table 1.

Table 1: Cessna Citation X characteristics

Designation Cessna Citation X

Lengths
Wing span 19.4 m
Heigh 5.9 m
Length 22.0 m
Areas
Wing area 48.96 m2
Horizontal tail (stabilizer) area 11.14 m2
Performances
Max certified speed Mach 0.92
Max certified altitude (51 000 ft) 15 544 m
Altitude recommended (FL370 à 450) 11 277 to 13 716 m
Max number of passengers 13
Maximum takeoff weight (MTOW) 16 193 kg
Engines
Number of engines 2
Type AE3007C-1
Thrust per engines 28.65 kN

2. Aerodynamic and Performances Modeling

The objective of this section is to detail the mathematical models and tools considered in this study to evaluate the
aerodynamic and the performances of the Cessna Citation X. For this purpose, the section begins with the description
of the model used to compute the aerodynamic characteristics of the horizontal tail of the aircraft. The section then
presents the model used to calculate the performance of the Cessna Citation X in cruise.

2.1 Aerodynamic Modeling of the Cessna Citation X Horizontal Tail

The model used in this study to compute the aerodynamic characteristics of the horizontal tail of the Cessna Citation
X was developed by the authors in a previous study [31]-[32]. This model is schematically illustrated in Fig. 1.

As inputs, the model requires knowledge of geometry characteristics of the horizontal tail (i.e. the planar horizontal
tail dimension plus an airfoil shape), and the flow characteristics (speed, direction and the density). As outputs, the
model gives the aerodynamic coefficients of the corresponding airfoil that is equipped the horizontal tail.
For practical and time reasons (because the study requires to use an optimization algorithm), a low fidelity
aerodynamic method such as the 3D-Panel implemented in OpenVSP software has been selected [33].

OpenVSP is a National Aeronautics and Space Administration (NASA) open source parametric geometrical
software. The 3D-Panel method is a numerical solver for linear, inviscid and irrotational flows. To perform the
computation, the geometry of the object (i.e. an aircraft or a wing) needs to be discretized in panels [34]. Due to the
fact that the method considers non-viscous potential flow (i.e. irrotational) regardless of non-linear terms, it cannot
predict some flow behaviours like flow separation, skin-friction drag and transonic shocks.

2
 DOI: 10.13009/EUCASS2019-494

8TH EUROPEAN CONFERENCE FOR AERONAUTICS AND SPACE SCIENCES (EUCASS)

Figure 1: Illustration of the aerodynamic model of the Cessna Citation X horizontal tail

However, to keep as much accuracy as possible in our results, it has been chosen to use another type of computation,
such as semi-empirical methods. For this purpose, Digital Datcom was used [35].

The second software, Digital Datcom, is provided by the United States Air Force (USAF). Based on the USAF
Stability and Control Datcom documents, it is generally dedicated to perform preliminary aerodynamic stability and
control design of aircrafts. Digital Datcom analysed the pressure distribution of the wing by Weber’s method for
inviscid aerodynamic characteristics calculations, and then corrected data issued from interpolations to take into
account effects due to the Mach number [35].

Both methods were used to perform aerodynamic computations. The 3D-Panel method is used to compute the lift
coefficient CL, the drag induced coefficient CDi and the pitching moment coefficient Cm. Digital Datcom is used to
compute the parasite drag CD0 of the wing. Finally, the complete drag coefficient CD is computed by summing the
parasite drag CD0 and the induced drag CDi.

The aerodynamic model of the horizontal tail of the Cessna Citation X was developed by modelling a wing that has
the geometrical characteristics of the horizontal tail as described in Table 2 [31]-[32]. This information is provided
partially by the Flight Crew Operating Manual (FCOM) of the Cessna Citation X. Airfoils given for the horizontal
tail, respectively called WD140 for the root, and DGMA90 for the tip, are confidential airfoils, and for this reason,
they are not available. As a consequence, in our model, an unique airfoil was supposed from the root to the tip of the
horizontal tail, the NACA0009. This airfoil was selected after a study aiming to find the airfoil that leads to
aerodynamic coefficients as close as those obtained from the Research Aircraft Flight Simulator (RAFS) [30].

Table 2: Geometrical characteristics of the horizontal stabilizer of the Cessna Citation X

Designation Cessna Citation X

Wing span 7.95 m

Mean Aerodynamic Chord 1.62 m
Root chord 2.35 m
Tip chord 0.90 m
Sweep angle (at 25% of chord) 42.0 deg
Dihedral angle 0.0 deg
Twist angle 0.0 deg
Airfoil (from the root to the tip) NACA0009

2.2 Cessna Citation X Cruise Performances Modeling

In order to evaluate the Cessna Citation X performances (i.e. stabilizer position, and fuel flow consumed), another
tool was required. This model is called “performance model” or “mathematical model”. It was developed and
accurately validated in a previous study led by the LARCASE team at Montreal (see Fig. 2).

3
 DOI: 10.13009/EUCASS2019-494

Marine Segui, Vittorio Rugoli, Ruxandra Botez and Alessandro Ceruti

Figure 2: Reference Performance Model of the Cessna Citation X

For a cruise condition (altitude, gross weight, temperature, center of gravity, Mach number, etc.) given as input, this
performance model is able to output information related to the Cessna Citation X cruise trim manoeuver. For this
study, the most interesting outputs are the fuel consumption ωf, and the stabilizer angle δstab [32].

To compute the aircraft trim state during the cruise phase, the performance model needs two kinds of data specific to
the airplane, such as aerodynamic and engines data. This information is specified to the program using lookup table
tools. With these tables, it is then possible to compute all forces and moments influencing the aircraft motion (i.e. lift,
drag, thrust, etc.).

As shown in Fig. 2, six lookup tables are required to define the aerodynamic coefficients of the aircraft (i.e. lift
coefficient CL, drag coefficient CD and pitching moment coefficient Cm). The first three lookup tables represents the
aerodynamic coefficients of the wing body wb (i.e. associated with the wing, the fuselage and the vertical tail) while
the remaining three lookup tables corresponds to the horizontal tail ht. All these aerodynamic coefficients are
provided by the Cessna Citation X flight simulator (RAFS). Each aerodynamic coefficient is expressed as function of
the angle of attack αwb or αht and the Mach number Mach. The relationship between αwb and αht is given in Eq. (1)
where ε is the downwash induced by the wing, and δstab is the angle of the stabilizer measured from its initial
position.

(1)

Concerning engines lookup tables, original information of the Cessna Citation X engines, such as the fan-speed, the
thrust, or the fuel burn rate are saved according to the Mach number, the altitude, the temperature deviation, and the
Throttle Lever Angle. Engines lookup tables have been kept as originally (i.e. coming from the RAFS) for the whole
study.

The “Aircraft Trim function” corrects angles (angle of attack αwb, and the stabilizer position δstab), and adjusts the
thrust in order to balance forces and moments applied on this aircraft in a cruise regime according to the second law
of Newton given by Eq. (2).

(2)
∑

Data obtained by this performance model were compared with experimental data obtained by the RAFS for a large
range of static cruise conditions, and a maximum relative error of 5% was noticeable between these data [32].
Consequently, this performance model was validated, and thus represents an accurate tool for the following study.

4
 DOI: 10.13009/EUCASS2019-494

8TH EUROPEAN CONFERENCE FOR AERONAUTICS AND SPACE SCIENCES (EUCASS)

3. Aircraft Model Optimization

The optimization of the aircraft is based on the replacement of its original horizontal tail with a new horizontal tail
equipped with the morphing wing system. To be able to measure performances of this new wing (i.e. be sure that the
airfoil tested is able to trim the Citation X), the mathematical model presented in section 2.2, has been modified.
Indeed, aerodynamic lookup tables dedicated to horizontal tail contributions (ht) have been substituted by
aerodynamic coefficients computed using the aerodynamic model presented in section 2.1. Figure 3 shows the
“modified” performance model used for the optimization study.

Figure 3: Modified performance model adapted to the optimization study

In order to find ht airfoils that can be able to trim the Citation X without requiring a stabilizer motion, different
NACA airfoils series, such as NACA 4, and NACA 6 digits were used [36]-[37]. The NACA family choice was
made according to the fact that these airfoils can be “parameterized” using (for the lowest series NACA 4 digits)
position and amplitude parameters, and these parameters were directly linked to actuators settings.

The series NACA 4 digits is characterized by three different variables: the maximum thickness t, the maximum
camber level m, and the position of the maximum camber along the chord p [36]. For example, the airfoil
NACA1307 will have a maximum thickness of 7% related to the chord, with 1% of camber level located at a
distance of 30% of the chord starting from its leading edge. An influence of each NACA 4 series design parameters
is shown in Fig. 4.

To evaluate the capabilities of the NACA 4 series, a database of aerodynamic coefficients CL, CD and Cm of the
horizontal tail (ht) equipped with a wide range of NACA 4 series airfoils was developed. To be wide enough, the
database was elaborated with different NACA 4 series parameters. The complete range of camber level available
using NACA 4 series equations was used (i.e. from 0 to 6%). The thickness parameter has been set from 5 to 10% of
the chord. Finally, the range of maximum camber position has been reduced from 0 to 60% to save computational
time, and also because the most important region of the airfoil for the lift generation was located at the leading edge.

5
 DOI: 10.13009/EUCASS2019-494

Marine Segui, Vittorio Rugoli, Ruxandra Botez and Alessandro Ceruti

a) Thickness comparison b) Max camber position

c) Camber level
Figure 4 : NACA 4 digits series wide shapes

The NACA 6 series generates appropriate airfoils for speeds involved for Cessna Citation X cruise condition (i.e.
transonic regime). NACA 6 series are designed using 6 digits [36]. For instance, for the airfoil named “NACA65,3-
218, a=0.5”, the first digit, the “6” is the series designation, the “5” is the chord wise position of the minimum
pressure, the “3” following the comma gives the range of lift coefficient in tenths. Following the dash, the “2”
corresponds to the design lift coefficient in tenths and the last number “18” indicates the thickness in percentage of
the chord. Finally, the parameter “a” is given between 0 and 1, and indicates the type of mean line used, when it is
not precised, a = 1. An overview of the influence of each NACA 6 digits is shown in Fig. 5.

In the same way as for the NACA 4 series, a lot of airfoils issued from the NACA 6 series have been studied, and
they can be selected using digits bounds. Indeed, airfoils selected from the series 6 which have the minimum pressure
position between 30 % to 70 % of the chord, a lift range from 0.3 to 0.5 tenths, a lift coefficient from 0.3 to 0.5
tenths, a thickness from 10 % to 14% of the chord and all mean line type (from 0 to 1 with a 0.1 step) were tested.

All airfoils corresponding to parameters precised for the NACA series 4 or the series 6 have been included in the
airfoil database considered. As a reminder, to be balanced in cruise, an aircraft needs to generate downward lift by its
tail. Consequently, all the airfoils considerate in the database were inversed vertically (i.e. the upper surface became
the inner surface, and inversely).

6
 DOI: 10.13009/EUCASS2019-494

8TH EUROPEAN CONFERENCE FOR AERONAUTICS AND SPACE SCIENCES (EUCASS)

a) Comparison between different thickness b) Comparison between different design cl

c) Comparison between different mean line type d) Comparison between different position of
minimum pressure

Figure 5: NACA 6 series range of shapes

Then, for a selected flight condition (altitude, gross weight, Mach number, and center of gravity), each airfoil was
implemented into the model defined in Fig. 3, and a corresponding cost was attributed. This cost is expressed in Eq.
(3), and reflects the fact that the airfoil allows the aircraft to trim at this flight condition using the least possible the
stabilizer angle. Moreover, the cost traduces that fact that the airfoil shape allows also to reduce the fuel burn ( ).

(3)

Therefore, when all airfoils of the same series has been tested for the given flight condition, it is then possible to sort
them according to their corresponding Cost. Finally, the airfoil that has the lowest cost for this flight condition and
this NACA airfoil series will be saved. This study was then renewed for the NACA series and several static flight
conditions.

4. Results

This final section is dedicated to present results that have been obtained following the methodology previously
presented. Around 2 400 airfoils coming from NACA 4 and NACA 6 series were tested. Because there are a lot of
airfoils, it has been chosen to only display the most interesting series (i.e. those who gave the best results): the
NACA4, the NACA65 and the NACA66 series. As a reminder, the second digit after the “6” indicates the position of
the minimum pressure of the airfoil, so that for the NACA 65 and NACA 66 series, the minimum of pressure is
respectively located at 50% and 60% of the chord.

7
 DOI: 10.13009/EUCASS2019-494

Marine Segui, Vittorio Rugoli, Ruxandra Botez and Alessandro Ceruti

As an example, results will be displayed for 6 flight conditions representatives of the cruise regime of the Cessna
Citation X. Three different speeds were tested as Mach numbers M0.65, M0.75 and M0.85 for a medium gross
weight of 13 607 kg, and a low altitude of 12 000 meters. Similarly, the same conditions were tested at an higher
altitude of 14 000 meters. For these 6 flight conditions, the center of gravity was set to its medium location (at 25%
of the Mean Aerodynamic Chord location (MAC)). Only the airfoils that gave the lowest Cost per NACA series have
been selected, and then displayed as results.

a) Altitude of 12 000 meters b) Altitude of 14 000 meters

Figure 6: Fuel flow obtained for several static cruise conditions when different type NACA series of
airfoils are applied on the horizontal tail of the Cessna Citation X

The Figure 6 shows the fuel flow required by the Cessna Citation X to be balanced using different airfoils shapes for
its horizontal tail. The relative error obtained between the fuel flow generated by the original configuration of the
Citation X, and the fuel flow obtained for the different NACA airfoils series are displayed above each bar on the
graphs. Results obtained for an altitude of 12 000 meters are displayed on the left hand side of Fig. 6 (i.e. Fig 6. a),
and results obtained for an altitude of 14 000 meters are displayed on the right hand side of the same figure (i.e. Fig.
6. b). Similarly, Figure 7 shows the stabilizer position required to balance the aircraft with the airfoil corresponding
to the minimum Cost.

a) Altitude of 12 000 meters b) Altitude of 14 000 meters

Figure 7: Stabilizer position required to balance the Cessna Citation X conditions when different type
NACA series of airfoil are applied its horizontal tail for several static cruise

The black color is dedicated to represent data corresponding to the original configuration of the horizontal tail (as
presented in Table 2). The dark blue color represents data obtained for the airfoil coming from NACA 4 digits series,

8
 DOI: 10.13009/EUCASS2019-494

8TH EUROPEAN CONFERENCE FOR AERONAUTICS AND SPACE SCIENCES (EUCASS)

that have the lowest cost (Eq. (3)) for the corresponding flight condition. In the same way, the light blue and the
white colors indicate respectively the results obtained for the NACA 65 and NACA 66 series.

Finally, shapes of the airfoils selected by the cost criteria (i.e. the shape of airfoils corresponding to results displayed
in Fig. 6 and 7) are illustrated in Fig. 8. On the left hand side are displayed the airfoils shapes obtained for an altitude
of 12 000 meters, and on the right hand side are displayed the airfoils shapes obtained for an altitude of 14 000
meters. Vertically, the airfoils shapes were sorted according to the speeds conditions.

a) Altitude 12000m b) Altitude 14 000 m

Figure 8: “Best” Airfoils corresponding to data shown in Fig.6 and Fig. 7

Generally, the NACA 4 series allows to reduce the fuel flow between 1.33% and 3.39%. For the flight conditions
shown in Fig. 8, NACA 4 series airfoil that is able to deliver these performances is the NACA0007. Between the
original airfoil (NACA0009) and the “best” airfoil that is corresponding to the lowest Cost, only the thickness is
changed. Indeed, the NACA0007 has a lower thickness than the NACA0009. As a consequence, because the airfoil
is less thick, it generates less drag, and thus the fuel flow can be reduced. However, the new airfoil, the NACA0007
is not cambered, and consequently, this airfoil cannot act on the pitching moment, and requires a stabilizer motion.
The stabilizer ht motion is generally less important than the original one, but it is still important, as it occurs from -
3.70 deg to -1.63 deg (Fig. 7). For the majority of the 144 flight conditions tested, the airfoil that gives the best cost
(see Eq. (3)) is not cambered. This observation could be explained by the fact that when a degree of camber is added
on a NACA 4 digit airfoil, this degree is inducing too much drag on the horizontal tail and that is not advantageous.

The NACA 6 digit series has shown a better advantage than the NACA 4 digit series, especially NACA 65 and
NACA 66 series. Indeed, for the NACA 65 series, up to 5.61% can be saved at 12 000 m of altitude, and 5.14% can
be saved at 14 000 m of altitude (Fig. 6). The NACA 66 series has shown the same range of gain, up to 4.66% at 12
000 m of altitude, and 0.88% at 14 000 m of altitude (Fig. 6). Unlike the NACA 4 digits series, best airfoils selected
for the series NACA 65 and NACA 66 are cambered (Fig. 8). Consequently, the pitching moment coefficient of the
horizontal tail is not equal to zero for these airfoils. As a matter of fact, these airfoils help to balance the Cessna
Citation X, and therefore it is less necessary to use the stabilizer motion. This fact can be seen on Fig. 7, where the
stabilizer needs to move from -0.0025 to -0.2600 degrees for the NACA65 series, and from -0.005 to -2.058 degrees
for the NACA66 series. The negative sign indicates that the stabilizer needs to move downward.

According to this last observation, it can be concluded that the NACA65 series could be the most appropriate to
apply on the horizontal tail of the Cessna Citation X for a morphing study. Thus, up to 5.61% on the fuel flow could
be saved, without using the stabilizer position to trim the aircraft. Even if stabilizer positions found in Fig. 7 for the
NACA65 series are not exactly equal to zero, it will be feasible to “delete” the stabilizer motion for the cruise phase.

9
 DOI: 10.13009/EUCASS2019-494

Marine Segui, Vittorio Rugoli, Ruxandra Botez and Alessandro Ceruti

Indeed, new computations could be done with a smaller step between the NACA65 parameters (digits), and an airfoil
that is able to trim the airfoil itself (i.e. stabilizer position exactly equal to zero) could be found.

In order to have a larger range of results, this study has been conducted for the 168 static flight conditions presented
in Table 3.

Table 3: Static Cruise Conditions

Parameter Min value Max value step

Altitude [m] 3 048 (10 000 ft) 13 716 (45 000 ft) 1 524 (5 000 ft)
Mach number [-] 0.65 0.85 0.1
Gross Weight [kg] 12 246 (27 000 lb) 15 875 (35 000 lb) 453 (1 000 lb)

Generally, for the flight conditions tested, on average 1.11% of the fuel flow can be save for the NACA series 4
digits, 2.92% for the NACA 65 series and 0.89% for the NACA 66 series. Moreover, the stabilizer needs to move
from -4.80 and 0.17 degrees to balance the Citation X with airfoils of the NACA 4 series, from 0 to 1.77 degrees for
the NACA 65 series and from 0 to -2.77 degrees for the NACA 66 series. As a global view, the fuel flow tends to the
one of the original configuration with the increasing flight altitude. This observation could be explained by the fact
that the original geometry of the horizontal tail should be already optimized for the longest phase of the flight, so for
high altitude cruise.

5. Conclusion

This paper has for goal to show that it is feasible to reduce the fuel consumption of the Cessna Citation X by
applying a morphing technique on its horizontal tail. The morphing here consisted in changing the airfoils shape of
the horizontal tail for several static cruise conditions according to known shapes of NACA airfoils series. Different
series were tested as NACA 4 digits and NACA 6 digits, and gave different results.

Generally, the NACA 4 series allows to slightly reduce the fuel consumption, but airfoil found are not able to act on
the pitching moment without inducing a lot of drag due to their camber.

The NACA 6 series has shown the best results especially for a minimum pressure location at 50% and 60% of the
chord (NACA65 and NACA66 series). For these series, up to 5.61% of fuel flow has been saved, without needing a
big motion of stabilizer (lower than 1.77 degree). As a reminder, the least possible motion of the stabilizer was
important in order to prevent the weight added by the morphing system on the horizontal tail. Indeed, the goal was to
replace the mechanism allowing the position of the stabilizer by the morphing system of airfoils.

To conclude, it has been shown that is feasible to trim the Cessna Citation X using NACA6 series airfoils while
reducing its fuel consumption by on average of 2.92%.

References

[1] R. S. Félix Patrón, Y. Berrou, and R. Botez, "Climb, Cruise and Descent 3D Trajectory Optimization
Algorithm for a Flight Management System," in Aviation Technology, Integration, and Operations, 2014.
[2] R. S. Félix Patrón and R. Botez, "Flight trajectory optimization through genetic algorithms coupling vertical
and lateral profiles," in ASME 2014 International Mechanical Engineering Congress and Exposition, 2014,
pp. V001T01A048-V001T01A048.
[3] R. S. Félix Patrón, A. Kessaci, and R. Botez, "Horizontal Flight Trajectories Optimization for Commercial
Aircraft through a Flight Management System," Aeronautical Journal, vol. 118, 2014.
[4] A. Murrieta-Mendoza, L. Ternisien, B. Beuze, and R. Botez, "Aircraft Vertical Route Optimization by
Beam Search and Initial Search Space Reduction," Journal of Aerospace Information Systems, vol. 15, pp.
157-171, 2018.
[5] A. Hamy, A. Murrieta-Mendoza, and R. Botez, "Flight Trajectory Optimization to Reduce Fuel Burn and
Polluting Emissions using a Eerformance Eatabase and Ant Colony Optimization Algorithm," 2016.

10
 DOI: 10.13009/EUCASS2019-494

8TH EUROPEAN CONFERENCE FOR AERONAUTICS AND SPACE SCIENCES (EUCASS)

[6] A. Murrieta Mendoza, "Application of Metaheuristic and Deterministic Algorithms for Aircraft Reference
Trajectory Optimization," École de technologie supérieure, 2017.
[7] A. Murrieta-Mendoza, B. Beuze, L. Ternisien, and R. Botez, "New Reference Trajectory Optimization
Algorithm for a Flight Management System Inspired in Beam Search," Chinese Journal of Aeronautics, vol.
30, pp. 1459-1472, 2017.
[8] A. Murrieta-Mendoza and R. Botez, "Methodology for Vertical-Navigation Flight-Trajectory Cost
Calculation using a Performance Database," Journal of Aerospace Information Systems, vol. 12, pp. 519-
532, 2015.
[9] A. Murrieta-Mendoza, J. Gagné, and R. Botez, "New Search Space Reduction Algorithm for Vertical
Reference Trajectory Optimization," INCAS Bulletin, vol. 8, p. 77, 2016.
[10] G. Agnew, M. Bozzolo, R. R. Moritz, and S. Berenyi, "The Design and Integration of the Rolls-Royce Fuel
Cell Systems 1MW SOFC," in ASME Turbo Expo 2005: Power for Land, Sea, and Air, 2005, pp. 801-806.
[11] K. Rajashekara, J. Grieve, and D. Daggett, "Hybrid Fuel Cell Power in Aircraft," IEEE Industry
Applications Magazine, vol. 14, 2008.
[12] AirFrance-KLM, "2017 Annual Report," 2017.
[13] ICAO, "Environmental Report," 2016.
[14] ICAO, "Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA)," 9 August 2018.
[15] S. Barbarino, O. Bilgen, R. M. Ajaj, M. I. Friswell, and D. J. Inman, "A Review of Morphing Aircraft,"
Journal of Intelligent Material Systems and Structures, vol. 22, pp. 823-877, 2011.
[16] A. D. Finistauri, "Conceptual Design of a Modular Morphing Wing," Bachelor of Engineering, Ryerson
University, 2005.
[17] A. Koreanschi, O. Sugar Gabor, and R. Botez, "Drag Optimisation of a Wing Equipped with a Morphing
Upper Surface," The Aeronautical Journal, vol. 120, pp. 473-493, 2016.
[18] O. Sugar Gabor, "Validation of Morphing Wing Methodologies on an Unmanned Aerial System and a Wind
Tunnel Demonstrator," Ph. D, École de Technologe Supérieure, 2015.
[19] M. Segui, O. Sugar Gabor, A. Koreanschi, and R. Botez, "Morphing Wing Application on Hydra
Technologies UAS-S4," [Proceeding] Modelling, Identification and Control (MIC) 2017, 2017.
[20] O. Sugar Gabor, A. Simon, A. Koreanschi, and R. Botez, "Application of a Morphing Wing Technology on
Hydra Technologies Unmanned Aerial System UAS-S4," in The ASME 2014 International Mechanical
Engineering Congress & Exposition, Montreal, Que., Canada, 2014.
[21] B. Howard. (2016). MIT's Ultra-Light Composite Morphing Aircraft Wing Harkens Back to the Wright
Brothers (ExtremeTech ed.). Available: https://www.extremetech.com/extreme/238954-mits-ultra-light-
composite-morphing-aircraft-wing-harks-back-wright-brothers
[22] J. Fincham and M. Friswell, "Aerodynamic Optimisation of a Camber Morphing Aerofoil," Aerospace
Science and technology, vol. 43, pp. 245-255, 2015.
[23] C. Y. Herrera, N. D. Spivey, S.-f. Lung, G. Ervin, and P. Flick, "Aeroelastic Airworthiness Assesment of
the Adaptive Compliant Trailing Edge Flaps," 2015.
[24] A. Koreanschi, O. Sugar Gabor, J. Acotto, G. Brianchon, G. Portier, R. Botez, et al., "Optimization and
Design of an Aircraft’s Morphing Wing-tip Demonstrator for Drag Reduction at Low Speed, Part I–
Aerodynamic Optimization Using Genetic, Bee Colony and Gradient Descent Algorithms," Chinese Journal
of Aeronautics, vol. 30, pp. 149-163, 2017.
[25] A. Koreanschi, O. Sugar Gabor, J. Acotto, G. Brianchon, G. Portier, R. Botez, et al., "Optimization and
Design of an Aircraft's Morphing Wing-Tip Demonstrator for Drag Reduction at Low Speeds, Part II-
Experimental Validation using Infra-Red Transition Measurement from Wind Tunnel tests," Chinese
Journal of Aeronautics, vol. 30, pp. 164-174, 2017.
[26] S. Kota, P. Flick, and F. S. Collier, "Flight Testing of FlexFloilTM Adaptive Compliant Trailing Edge," in
54th AIAA Aerospace Sciences Meeting, 2016, p. 0036.
[27] D. Communier, R. Botez, and T. Wong, "Experimental Validation of a New Morphing Trailing Edge
System Using Price–Païdoussis Wind Tunnel Tests," Chinese Journal of Aeronautics, 2019.
[28] M. Segui, R. Botez, "Cessna Citation X Climb and Cruise Performance Improvement Using Adaptive
Winglet," presented at the Advanced Aircraft Efficiency in a Global Air Transport System, Toulouse,
France, 2018.
[29] R. Derksen and T. Rogalsky, "Bezier-PARSEC: An Optimized Aerofoil Parameterization for Design,"
Advances in Engineering Software, vol. 41, pp. 923-930, 2010.
[30] R. Botez, C. Hamel, G. Ghazi, Y. Boughari, F. Theel, and A. Murrieta Mendoza, "Level D Research
Aircraft Flight Simulator use for Novel Methodologies in Aircraft Modeling and Simulation," 2015.
[31] M. Segui, M. Mantilla, G. Ghazi, and R. Botez, "New Economical Cruise Methodology for the Cessna
Citation X Business Jet by an Original Morphing Horizontal Tail Application," in 2018 Modeling and
Simulation Technologies Conference, 2018, p. 3895.

11
 DOI: 10.13009/EUCASS2019-494

Marine Segui, Vittorio Rugoli, Ruxandra Botez and Alessandro Ceruti

[32] M. Segui, "Mesure de l'impact de la technologie d'aile déformable sur les performances en croisière de
l'avion d'affaire Cessna Citation X," Master, Aerospace, École de Technologie Supérieure, Montreal, 2018.
[33] R. A. McDonald, "Interactive Reconstruction of 3D Models in the OpenVSP Parametric Geometry Tool," in
53rd AIAA Aerospace Sciences Meeting, American Institute of Aeronautics and Astronautics, Kissimmee,
FL, 2015, pp. 1-10.
[34] J. Broeze, E. F. van Daalen, and P. J. Zandbergen, "A Three-Dimensional Panel Method for Nonlinear Free
Surface Waves on Vector Computers," Computational mechanics, vol. 13, pp. 12-28, 1993.
[35] J. E. Williams and S. R. Vukelich, "The USAF Stability and Control Digital Datcom. Volume I. Users
Manual," McDonnell Douglas Astronautics co St Louis mo1979.
[36] F. W. Riegels, "Aerofoil Sections," ed: Butterworths, London, 1961.
[37] I. H. Abbott, A. E. Von Doenhoff, and L. Stivers Jr, "Summary of Airfoil Data," 1945.

12