The bending moment and torque of a high aspect ratio (AR) wing are redistributed when encountering gust turbulence, leading to the strong coupling of aerodynamics and structural dynamics. Affected by gust encounter, the original attitude and stability of the aircraft may also change. In order to obtain the aircraft dynamic load distribution and flight dynamic response accurately during gust encounter, multidisciplinary numerical simulations were conducted on a wing-and-tail configuration with a straight wing of AR = 20 under different amplitudes of the typical 1-cos gust, comprehensively considering the effects of aerodynamics, structural dynamics, and longitudinal attitude response. The impact of different disciplines on the dynamic load distribution and attitude response was explored. The results show that there is a linear superposition relationship for the responses after coupling different disciplines. With the increase of gust amplitude, this linear superposition relationship is no longer valid. In the aircraft load design stage, the multidisciplinary method adopted in this paper can serve as an accurate assessment tool for gust design, evaluating the impact of gust disturbances on the aircraft.

To achieve rapid and accurate analysis of propeller slipstream effects on high-lift configurations, this study employed both the full blades method (FBM) and actuator disk method (ADM) for numerical simulations under advance ratios J = 0.7, 1.0 and angles of attack ranging from –4° to 24°. The results showed that although there were local differences in time-averaged actuator disk load distributions between isolated propellers and propellers integrated with high-lift configurations, the pressure distributions and lift/drag results obtained by applying these different load sources in ADM calculations were fundamentally consistent. The differences in overall lift coefficient did not exceed 4.3%, and drag coefficient deviations remain below 5.4%, demonstrating that using actuator disk loads from isolated propellers had minimal impact on full-aircraft aerodynamic calculations, thereby avoiding complex grid generation. By converting unsteady computations to steady-state solutions while maintaining equivalent grid resolution (33 million cells), ADM achieved results that closely match FBM before stall (α ＜ 20°), with computational time reduced to approximately 1/18 of FBM (170 vs. 3100 core-hours). The ADM method thus provides an efficient and reasonable approach for evaluating propeller slipstream effects on high-lift devices.