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Introduction

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Mahnoor Habib
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38 views4 pages

Introduction

Uploaded by

Mahnoor Habib
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© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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1.

1 Introduction
Aeroelasticity studies the effects of interacting aerodynamic, elastic and inertia forces on aircraft
structures. In order to demonstrate the interdisciplinary nature of aeroelasticity Collar created the
famous triangle of aeroelasticity, which is shown in Figure 1. In all aeroelastic problems a common
characteristic is observed: the aerodynamic forces give rise to structural deformations. These
structural deformations change the aerodynamic forces and in turn which change the structural
deformation again. This process repeats until a state of equilibrium or, undesirably, a failure is
reached.

Figure
Figure11.1
Collar’s Aeroelasticity
Collar’s AeroelasticityTriangle
Triangle

The classification of Aeroelasticity is based on reduced frequency which is the dimensionless


number to characterize the unsteadiness of an aerodynamics or aeroelastic phenomena. The
𝒄𝝎
reduced frequency is given as: 𝑲=
𝑽

K= 0 Divergence; Static Aeroelasticity

0<K≤0.05 Quasi Steady

K>0.05 Unsteady Aerodynamics (K>0.2 is considered highly unsteady)

Aeroelasticity is mainly divided into two branches as static aeroelasticity and dynamic
aeroelasticity. Static aeroelasticity involves phenomena like load distribution, divergence, control
surface effectiveness/reversal while flutter, buffeting and dynamic response can be accounted for
dynamic aeroelastic events.

Divergence: Divergence is the instability of a lifting surface of an aircraft at a speed called the
divergence speed at which the elastic forces cannot resist induced aerodynamic forces caused by
deformation of the wing.
Flutter: Flutter is the dynamic instability where the structure extracts kinetic energy from air and
this energy cannot be dissipated by structural damping. As a result of this the aircraft component
vibrates with increasing amplitude.

For a new aircraft to be able to be certified, some requirements should be satisfied. These
requirements and regulations are published in specification documents. STANAG 4671 USAR.629
(Applicable for Unmanned Aerial Vehicles) defines the requirements for flutter.

1.2 Equations of Motion


The general generalized Equation of Motion for Aeroelastic Analysis is

[ M s ]{ } + [Cs ]{ } + [ K s ]{ } = {F }


(1)

Where, [𝑀𝑠], [𝐶𝑠], [𝐾𝑠] and [F] are generalized mass, damping, stiffness and force matrices.

Assuming harmonic motion, { } = {}et (2) Where,  =  + j (3)

And, 𝜙 is an eigen vector. If real part of Equation (3) is zero, motion would oscillatory whereas if real

part is non-oscillatory, motion would be convergent or divergent. Stability criteria based on Eigen value

can be represented in Table 1.

Table 1 Stability Criteria for Eigenvalue problem

Real Part, 𝝈 Imaginary Part, 𝝎 Type of Motion Stability Characteristics

<0 =0 Convergent Stable

=0 =0 Time Independent Stable

>0 =0 Divergent Unstable (divergent)

<0 ≠0 Convergent (Oscillatory) Stable

=0 ≠0 Critical (Oscillatory) Stability boundary

>0 ≠0 Divergent (Oscillatory) Unstable (flutter)


1.3 General Procedure
A typical aeroelastic analysis can be summarized by the following steps:

1. Preparation of the structural model.

2. Determination of the natural frequencies and resonant modes.

4. Modification and improvement of the structural model according to the results of modal
analysis.

5. Preparation of the aerodynamic model.

6. Calculation of the flutter speeds and frequencies.

7. Further structural improvements and refinements if necessary.

Generally, Aeroelastic analysis is performed in MSC Nastran with SOL 145 which utilizes the PK,
K or KE methods. The P-K method is widely used in the flutter analysis and due to its advantages
preferred over to the other methods. The main advantage of the p-k method is obtaining the results
for the requested velocities, so the velocity ranges in interests can be easily analyzed.

The governing equation of PK method is

1/ 4  cV [Qhh (k )l ]
[ M hh ] p 2 + ([ Bhh ] − ) p + ([ K hh ] − 1/ 2 V 2Qhh ( k ) R ){uh }] = 0 (4)
k

Equations are solved for p, for different values of Mach number, velocity and density (i.e., altitude

relation). Iterations are done to match ω and k. Results are obtained for the requested velocities.

Plots of results for damping (g =2γ) versus velocity can be obtained. In these graphs the crossing

of g at zero while passing from negative values to positive values indicates the flutter speed.

Figure 2 shows a typical V-g graph for flutter boundary. In such a graph steep slope indicates that

the flutter will occur with little or no warning at all.


Figure 2 Typical V-g, V-f Plots
The divergence possibilities can also be detected from the flutter analysis results. Such a case can
be identified if the damping changes sign from negative to positive while corresponding frequency
drops to zero.

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