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The problem of aircraft control involves multiple subjects and has always been extremely complicated in mechanics modelling. Virtual flight simulation was put forward in order to reduce the cost of full-scale airplane flying test and wind tunnel experiment. A typical virtual flight simulator includes a computational fluid dynamics (CFD) solver, a structure dynamics (FD) function, and a flight controller. However, existed virtual flight solver usually ignores the universal modelling of dynamics for complex aircraft configuration and the modularization of CFD, FD and flight controller module, which makes it very inconvenient for many in-house virtual flight codes for engineering application and commercial software development. A new framework of virtual flight simulation platform is established with a parallel Reynolds Averaged Navier-Stokes (RANS) solver, a structured moving overlapping grid function, a generic multiple body dynamics (MBD) solver, and a plug-in type flight controller platform. A universal data exchange interface between MBD and flight controller is presented. An X-wing missile flying forward and pitching-up maneuvering validation case is conducted with the current virtual flight simulator, the result is compared with Matlab Simulink solver based on steady aerodynamic database and good agreement is obtained.

The risk of the aeroelastic deformation of the wings to the flight safety has become increasingly prominent for commercial transport aircraft due to the requirements for lightweight structure. In this work, Reynolds averaged Navier-Stokes (RANS) method coupled with transfinite interpolation were employed to investigate the influence of static elastic deformation of wing on aerodynamic characteristics of NASA CRM. Both bend and twist distributions were scaled in numerical simulations based on dynamic pressure, which was shown to be reasonable by the compassions between the calculations and measurements. The numerical results show premature flow separation in the middle and outboard of the wing for original configuration. Furthermore, the flow separation was supressed by the upward bending of the wing and negative twist in the leading edge, and the aerodynamic characteristics of the aircraft were improved by the aeroelastic deformation.