Ray Kolonay 1 Computational Aeroelasticity

Kolonay 1
CRD
Computational Aeroelasticity
The Cultural and Convention Center
METU
Inonu bulvari
Ankara, Turkey
Sponsored by:
RTA-NATO
The Applied Vehicle Technology Panel
presented by
R.M. Kolonay Ph.D.
General Electric Corporate Research & Development Center
Ankara, Turkey Oct.. 1-5, 2001
Kolonay 2
CRD
Introduction
- Fluid-Structure Interactions
Aeroelasticity
- Aeroelastic analysis/design in an MDA/MDO Environment
Static Aeroelasticity
Dynamic Aeroelasticity
Commercial Programs with Aeroelastic Analysis/Design
Capabilities
Presentation Outline
Kolonay 3
CRD
Fluid Structure Interaction
- Any system where the uid and structure cannot be considered independently to
predict the response of the uid, the structure, or both.
Some Fields of Application
Aerospace Vehicles
- Aircraft, Spacecraft, Rotorcraft, Compressors, Combustors, Turbines
Utilities
- Hydroturbines, Steamturbines, Gasturbines, Piping, Transmission Lines
Civil Structures
- Bridges, Buildings
Transportations
Trains, Automobiles, Ships
Introduction
Kolonay 4
CRD
Fields of Application (Continued)
Medical
- Blood ow in veins, arteries, and heart
Marine
- Submarines, Off-shore Platforms, Docks, Piers
Computer Technology
- High velocity exible storage devices
Introduction
Kolonay 5
CRD
Failure to recognize F-S Interaction
Tacoma Narrows Bridge #1 (Galloping Girtie)
- Chief Designer: Leon Moisseiff
- Length: 5,939 ft.
- 42 MPH winds induced vortical separated ow that lead to torsional utter
- Piers used in second bridge
- 1992: National Historic Site (natural reef)
- Photos taken by Leonard Coatsworth
Introduction
Kolonay 6
CRD
Aeroelasticity (sub-set of FS Int.)
Aeroelasticity (British Engineers Cox and Pugsley credited with term) - Substantial inter-
action among the aerodynamic, inertial, and structural forces that act upon and within the
ight vehicle.
Introduction
Aerodynamic Forces
Inertial Forces
Dynamic
Stability
Elasticity
Dynamic
Aeroelasticity
Elastic Forces Mechanical
Vibration
Static Aero-
Kolonay 7
CRD
Early Aeroelastic Problems
S. P. Langleys Aerodome (monoplane)
- 1/2 scale ew
- October, 1903: Full scale failed, possibly due to wing torsional divergence
- 1914 Curtis made some modication and ew successfully.
Introduction
Kolonay 8
CRD
After Langleys failure the U.S. War Department reported -
We are still far from the ultimate goal, and
it would seem as if years of constant work ...
would still be necessary before we can hope
to produce an apparatus of practical utility
on these lines.
9 Days Later ...
Introduction
Kolonay 9
CRD
December 17, 1903
Introduction
Kolonay 10
CRD
Hadley Page 0/400 bomber
- Bi-plane tail utter problems (fuselage torsion coupled with elevators)
- DH-9 had similar problems
- Solution was to add torsional stiffness between right and left elevators.
Introduction
Kolonay 11
CRD
Fokker D-8 (credited with last ofcial kill of WW I)
- D8 had great performance but suffered from wing failures in steep dives
- Early monoplanes had insufcient torsional stiffness resulting in:
wing utter, wing-aileron utter
loss of aileron effectiveness
- Solution: Increase torsional stiffness, mass balancing
Introduction
Kolonay 12
CRD
Early Theoretical Developments[1],[3].
Wing divergence - Reissner (1926)
Wing utter - Frazer and Duncan (1929)
Aileron reversal - Cox (1932)
Unsteady aerodynamics and utter - Glauert, Frazer, Duncan,
Kussner, Theodorsen (1935)
3 DOF wing aileron utter - Smlig and Wasserman (1942)
Introduction
By Early 1930s Analytical methods existed to aid designers to
consider both static and dynamic aeroelastic phenomena
Kolonay 13
CRD
Designs from the 40s-70s designed out Aeroelastic Effects
Accomplished by increasing structural stiffness or mass bal-
ancing (always at weight cost)
70s &80s brought technology developments in three key areas
Structures, Controls, and Computational Methods
- Advanced composite materials enabled aeroelastic tailoring
- Fly By Wire and Digital Control Systems enabled statically unstable aircraft
- FEM, CFD, Optimization, Computational Power enabled advanced designs.
Introduction
Kolonay 14
CRD
Aeroelastic Successes
DARPA sponsored X-29 (First ight 1984)
- Aeroelastic tailored (graphite epoxy) forward swept wing
- Fly By Wire triple redundant digital and analog control system
- Germany proposed FSW designs (He 162) in WWII
Introduction
Kolonay 15
CRD
Aeroelastic Successes
Active Aeroelastic Wing USAF/NASA (AAW)
- Use control surfaces (leading and trailing edge) as tabs to twist the wing for
maneuvers
- Use TE surfaces beyond reversal
- Produces lighter more maneuverable aircraft
Introduction
Kolonay 16
CRD
Introduction
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MDA/MDO
Product Structural Design in an MDA/MDO Environment
Kolonay 17
CRD
Goal of Computational Aeroelasticity
To accurately predict static and dynamic
response/stability so that it can be accounted
for (avoided or taken advantage of) early in
the design process.
Kolonay 18
CRD Computational Aeroelasticity
Aeroelastic Equations of Motion
Mu Bu Ku + + F u u u t , , , ( ) =
K Structural Stiffness
B Structural Damping
M Structural Mass
F u u u t , , , ( ) External Aerodynamic Loads
Kolonay 19
Discretization of EOM
Structures - Typically, although not necessarily, rep-
resented by Finite Elements in either physical or generalized
coordinates. Derived in a Lagrangian frame of reference.
External Loads - Aerodynamic loads. Representa-
tions range from Prandtls lifting line theory to full Navier-
Stokes with turbulence modeling. Represented in physical and
generalized coordinates in a (usually) Eulerian frame of refer-
ence.
K B M , ,
F u u t , , ( )
Kolonay 20
Fluid-Structural Coupling Requirements
Must ensure spatial compatibility - proper energy exchange
across the uid-structural boundary
Time marching solutions require proper time synchronization
between uid and structural systems
For moving CFD meshes GCL[6] must be satised
If coupling requirements for time-accurate aeroelastic simula-
tion are not met then dynamical equivalence cannot be
achieved. That is, regardless of the neness of the CFD/CSM
meshes and the reduction of time step to 0, the scheme may con-
verge to the wrong equilibrium/instability point.[5]
Kolonay 21
CRD
General Modeling Comments
Use appropriate theory to capture desired phenomena
- Fluids - Navier-Stokes vs. Prandtls lifting line theory
- Structures - Nonlinear FEM vs. Euler beam theory
Model the uid and structure with a consistent delity
- For a wing dont model the uid with NS and the structure with beam theory
Kolonay 22
CRD
Aeroelastic Phenomena
Static Aeroelastic Phenomena
Lift Effectiveness
Divergence
Control Surface Effective-
ness/Reversal
Aileron Effectiveness/
Reversal
Dynamic Aeroelastic Phenomena
Flutter
Gust Response
Buffet
Limit Cycle Oscillations (LCO)
Panel Flutter
Transient Maneuvers
Control Surface Buzz
Kolonay 23
CRD Static Aeroelasticity
Static Aeroelastic Phenomena
Lift Effectiveness
Divergence
Control Surface Effectiveness/Reversal
Aileron Effectiveness/Reversal
Kolonay 24
Static Aeroelastic Effects
For trimmed ight aeroelastic effects change only load distri-
bution.
- Lift
- Drag
- Pitching Moment
- Rolling Moment
For constrained ight (wind tunnel models) aeroelastic effects
change both magnitude and distribution of loads.
Kolonay 25
Shear Center/Center of Twist
L
M
AC
Aerodynamic Center
e
Shear Center/Center of Twist - Applied Shear force results in no moment or twist
- Applied moment produces no shear force or bending
Aerodynamic Center - Pitching moment independent of angle of attack
Center of Pressure - Total Aerodynamic Moment equal zero (AC=SC for symm. airfoil)
- 0.25c for subsonic, 0.5c for supersonic
e - Eccentricity
Useful 2-D Section Denitions
Kolonay 26
Effect of Swept Wing Bending on Streamwise
Aerodynamic Incidence
A
A
U
Rigid Wing
Flexible Wing
A-A
A
A
A-A
Flexible Wing
Rigid Wing
wash out wash in
ASW
FSW
Kolonay 27
CRD
EOM
(1)
- rigid body accelerations only, used for inertial relief and trim
- Steady aerodynamic forces can be represented as
or
Now (1) can be written as
(2)
K [ ] u { } M [ ] u { } + F u ( ) { } =
u { }
F u ( )
F u ( ) q G [ ]
T
AIC [ ] G
S
[ ] u { } q G [ ]
T
AIRFRC [ ] { } + =
F u ( ) q AICS [ ] u { } q P
a
[ ] { + =
K qAICS [ ] u { } M [ ] u { } + q P
a
[ ] { } =
Linear Static Aeroelasticity
For Linear Aerodynamics [AIC] & [AIRFRC] depend only on Mach Number (M)
Kolonay 28
CRD
Steady Aerodynamic Loads
- Spline matrix which transforms forces from Aerodynamic DOF (ADOF) to

Structural DOF (SDOF).
- Spline matrix which transforms SDOF (displacements) to ADOF (panel slopes)
- Aerodynamic Inuence Coefcient Matrix. Relates forces on ADOF (panels)

due to unit perturbations of the ADOF (slopes)
- Unit Rigid body aerodynamic load vectors. One vector for each
- Vector of aerodynamic conguration parameters (angle of attack, elevator angle,
aileron deection, roll rate, pitch rate etc.)
F u ( ) q G [ ]
T
AIC [ ] G
s
[ ] u { } q G [ ]
T
AIRFRC [ ] { } + =
q Free stream dynamic pressure =
G [ ]
T
F
s
{ } G [ ]
T
F
a
{ } =
G
s
[ ]
a
{ } G
s
[ ] u { } =
AIC [ ]
AIRFRC [ ]
i
{ }
Kolonay 29
CRD
-2 0 2 4 6 8
-0.02
0
0.02
0.04
0.06
0.08
0.1
0.12
Aeroelastic Effects on Swept Wing Forces and
Moments
2 0 2 4 6 8
-0.02
0
0.02
0.04
0.06
0.08
0.1
0.12
Rigid ASW
Flex ASW
Rigid FSW
Flex FSW
Induced Drag C
D
Angle of Attack Pitching Moment C

M
C
o
e
f
c
i
e
n
t

o
f

L
i
f
t
C
L
-0.001 0 0.001 0.002

-0.03
-0.01
0.01
0.03
0.05
0.07
0.09
0.11
Kolonay 30
CRD
Divergence of a Constrained Vehicle
When the aerodynamic stiffness becomes greater than
the structural stiffness , the structure fails or diverges.
The divergence dynamic pressure for a restrained vehicle can
be found by solving the eigenvalue problem (static stability)
(3)
Lowest eigenvalue represents the divergence dynamic
pressure
The eigenvector represents the divergent shape
Divergence is independent of initial angle of attack
qAICS
K
K qAICS [ ] u { } 0 { } =
q
D
u
D
{ }
Kolonay 31
CRD Linear Static Aeroelasticity
0 5 10
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
0.2 0.4 0.6 0.8
0
2
4
6
8
10
12
14
16
18
20
Dynamic Pressure (psi)
C
L
q
D
ASW FSW
Affect of Sweep on Lift Effectiveness
(M=0.7)
E
q
.

(
2
0
)
Kolonay 32
CRD
Static Aeroelastic Trim Equations
Writing equation (2) in the f-set (Reference Appendix A) yields
(4)
Using the procedure in Appendix A for Guyan reduction equation (4) can be cast in the a-
set as
(5)
K
ff
qAICS [ ]u
f
M
ff
u
f
+ P
f
a
=
or
K
ff
a
u
f
M
ff
u
f
+ P
f
a
=
K
aa
a
u
a
M
aa
u
a
+ P
a
a
=
with
K
aa
a
K
aa
a
K
a
a
G
o
a
=
P
a
a
P
a
a
K
ao
a
K
oo
a
1
P
o
a
=
M
aa
M
aa
M
ao
G
o
G
o
a
T
M
oa
T
G
o
a
T
M
oo
G
o
a
+ + + =
Kolonay 33
CRD
Equation (5) can now be partitioned into the r-set and the l-set to
(6)
As with the inertial relief formulation where is the rigid body transfor-
mation matrix. To produce stability derivatives that are independent of the r-set (i.e. sup-
port point) an orthogonality condition is imposed in the form
(7)
Using the orthogonality condition and equation (6) can be cast in the fol-
lowing form
K
ll
a
K
lr
a
K
rl
a
K
rr
a
u
l
u
r

' )

M
ll
M
lr
M
rl
M
rr
u
l
u
r

' )

+
P
l
a
P
l
a

' )

=
u
l
Du
r
= D
D
T
I
M
ll
M
lr
M
rl
M
rr
u
l
u
r

' )

0 =
u
l
Du
r
=
Kolonay 34
CRD
(8)
Equation (8) can be solved by multiplying the rst rowby and adding it to the second
row. The new second row is interchanged with the third equation to yield the following
system of equations.
(9)
K
ll
a
K
lr
a
M
ll
D M
lr
+
K
rl
a
K
rr
a
M
rl
D M
rr
+
D
T
M
ll
M
rl
+ D
T
M
lr
M
rr
+ 0
u
l
u
r
u
r

' )

P
l
a
P
r
a
0

' )

=
D
T
K
ll
a
K
lr
a
M
ll
D M
lr
+
D
T
M
ll
M
rl
+ D
T
M
lr
M
rr
+ 0
D
T
K
ll
a
K
rl
a
+ D
T
K
lr
a
K
rr
a
+ m
r
u
l
u
r
u
r

' )

P
l
a
0
D
T
P
l
a
P
r
a
+

' )

=
Kolonay 35
CRD
Where is dened as the rigid body mass
matrix. Using a simplifying notation equation (9) becomes
(10)
Solving the rst row of equation (10) for and substituting in the second and third rows
we obtain the trim equations in the form
(11)
with
m
r
D
T
M
ll
D D
T
M
lr
M
rr
+ + =
R
11
R
12
R
13
R
21
R
22
R
23
R
31
R
32
R
33
u
l
u
r
u
r

' )

P
l
a
0
D
T
P
l
a
P
r
a
+

' )

=
u
l
K
11
K
12
K
21
K
22
u
1
u
2

' )

P
1
P
2

' )

{ } =
Kolonay 36
CRD
(12)
Solving equation (11) for and the rigid body displacements and accelerations
respectively yields
K
11
R
22
R
21
R
11
1
R
12
=
K
12
R
23
R
21
R
11
1
R
13
=
K
21
R
32
R
31
R
11
1
R
12
=
K
22
R
33
R
31
R
11
1
R
13
=
P
1
R
21
R
11
1
P
l
a
=
P
2
D
T
P
l
a
P
r
a
R
31
R
11
1
P
l
a
+ =
u
1
u
r
=
u
2
u
r
=
u
1
u
2
Kolonay 37
CRD
(13)
(14)
Equation (14) is the basic equation for static aeroelastic trim analysis. There is one equa-
tion for each rigid body degree of freedom(6 DOF trim). is the vector of structural
accelerations at the support point and is a vector of trim parameters. Partitioning
equation (14) into free or unknown (subscripts f,u) values and known or set (subscripts k,s)
values and gathering all unknown values to the left yields
u
1
K
11
1
P
1
K
12
u
2
[ ] =
K
22
K
21
K
11
1
K
12
[ ]u
2
P
2
K
21
K
11
1
P
1
[ ] =
or
LHSA [ ] u
2
{ } RHSA [ ] { } =
or
L [ ] u
2
{ } R [ ] { } =
u
2
{ }
{ }
Note: System can be over-specied producing trim optimization problem.
Kolonay 38
CRD
(15)
Potential values for are given in equation (16)
(16)
L
ff
R
fu
L
kf
R
ku
u
2 f
u

' )

L
fk
R
fs
L
kk
R
ks
u
2k
s

' )

=
u
2k
and
u
2
NX - longitudinal acceleration
NY - lateral acceleration
NZ - vertical acceleration
PACCEL - roll acceleration
QACCEL - pitch acceleration
RACCEL - yaw acceleration

BASE - reference state
ALPHA - angle of attack
BETA - yaw angle
PRATE - roll rate
QRATE - pitch rate
RRATE - yaw rate
sym
{ }- symmetric surfaces
anti
{ }- antisymmetric surfaces
asym
{ }- asymmetric surfaces

Kolonay 39
CRD
Rigid Trim Equations
From equation (9) considering only rigid body accelerations and
loads yields
(17)
and the rigid trim equations as
(18)
LHSA
rigid
R
33
m
r
= =
RHSA
rigid
P
2
D
T
P
l
a
P
r
a
+ = =
LHSA
rigid
[ ] u
r
{ } RHSA
rigid
[ ] { } =
Kolonay 40
CRD
Stability Derivatives
Using equation (14) and using an identity vector for and
employing the rigid body mass matrix forces due to unit param-
eter values can be determined as
(17)
(18)
{ }
m
r
F m
r
K
22
K
21
K
11
1
K
12
[ ]
1
P
2
K
21
K
11
1
P
1
[ ]

' )

=
F
F
x
F
y
F
z
M
x
M
y
M
z

' )

Thrust/Drag
Side Force
Lift
Roll Moment
Pitch Moment
Yaw Moment

' )

=
Kolonay 41
CRD
Stability Derivatives
Based on equation (18) non-dimensional stability derivatives are
(19)
Note: These are unrestrained stability derivatives (free-free)
Surface Parameters
C
D
F
x
qS
------ =
C
S
F
y
qS
------ =
C
L
F
z
qS
------ =
C
l
M
x
qSb
--------- =
C
m
M
y
qSc
--------- =
C
y
M
z
qSb
--------- =
Rate Parameters
C
D
F
x
qSc
--------- =
C
S
F
y
qSb
--------- =
C
L
F
z
qSc
--------- =
C
l
M
x
qSb
2
------------ =
C
m
M
y
qSc
2
------------ =
C
y
M
z
qSb
2
------------ =
Kolonay 42
CRD
Example Stability Derivatives for
From equations (14) and (17)
(20)
Yielding etc.
F
x
F
y
F
z
M
x
M
y
M
z

' )

m
r
[ ] LHSA [ ]
1
RHSA [ ]
0
0 =
1.0 =
0 =
PRATE
0 =
QRATE
0 =
RRATE
0 =
{ }
surface
0 =

' )

=
C
D
C
S
C
L
C
l
C
M
, , , ,
Kolonay 43
CRD
Stability Derivative Types
There are four varieties of exible stability derivatives
- Unrestrained (orthogonality and inertia relief included)
- Restrained (orthogonality, no inertial relief)
- Supported (no orthogonality, but inertial relief)
- Fixed (no orthogonality, no inertial relief)
For wind tunnel comparison use either Restrained or Fixed
Make sure you know which type of stability derivatives a given
program produces
Kolonay 44
CRD
Lift Trim Analysis
For straight and level ight i.e. equation (14)
produces a single equation with one free parameter (say )
or in terms of stability derivatives
u
2
{ } NZ =
LHSA NZ RHSA =
LHSA NZ ( )
RHSA
---------------------------------- =
m
r
NZ qSC
L
m
r
NZ ( )
qSC
L
-------------------------- =
Kolonay 45
Aeroelastic Trim ( ) Eq. (14) 2.61 =
Rigid Trim ( ) Eq. (18) 1.29 =
Aeroelastic and Rigid Trimmed Pressures
( ) M 0.7 q , 5.04 psi, nz = 1g = =
Kolonay 46
CRD
0 0.25 0.5 0.75 1
0
0.5
1
1.5
2
2.5
Rigid Trim 0% chord
Rigid Trim 50% chord
Aeroelastic Trim 0% chord 0% span
Aeroelastic Trim 50% chord
Non-Dimensional Semi-Span
P
r
e
s
s
u
r
e

(
p
s
i
)
Rigid and Aeroelastic Trim Pressures vs. Span
( ) M 0.7 q , 5.04 psi, nz = 1g = =
Kolonay 47
CRD
0 0.25 0.5 0.75 1
-4
-3
-2
-1
0
1
2
% Semi-Span
R
e
l
a
t
i
v
e

T
w
i
s
t

A
n
g
l
e

(
d
e
g
.
)
Spanwise Twist Due to Swept Wing Deformations
Flex Trim
Rigid Trim
Rigid
( ) M 0.7 q , 5.04 psi, nz = 1g = =
Kolonay 48
Aeroelastic Trimmed Displacements
Rigid Trimmed Displacements
Swept Wing Aeroelastic Effects on Trimmed Displacements
max z-disp. = 5.4 in.
max z-disp. = 11.4 in.
Kolonay 49
CRD
Control Surface Effects
0
Incremental Moment
Incremental Lift
Kolonay 50
CRD
Roll Trim Analysis (wing with aileron)
Steady state roll (PACCEL = 0) for given (aileron deection)
or in stability derivative form
LHSA
44
PACCEL RHSA
43
RHSA
44
PRATE + =
PRATE
RHSA
43

RHSA
44
------------------------------- =
qSb C
l
C
l
pb
2V
-------
PRATE + I
roll
PACCEL =
for steady roll and a given
PRATE
C
l
C
l
pb
2V
-------
------------- =
Kolonay 51
CRD
0 0.5 1 1.5
-50
-30
-10
10
30
50
70
Rigid TECS ASW
Flex TECS ASW
Rigid TECS FSW
Flex TECS FSW
Rigid LECS ASW
Flex LECS ASW
Rigid LECS FSW
Flex LECS FSW
R
o
l
l

R
a
t
e

(
d
e
g
/
s
e
c
)
Roll Rate vs. Dynamic Pressure for 1.0 =
q
R FSW_TE
q
R ASW_TE
Kolonay 52
CRD
Aileron Effectiveness
0 1000 2000 3000 4000 5000
0 0.5 1 1.5
-0.1
-0.05
0
0.05
0.1
0.15
Velocity (in/sec)
C
l
( )
f
C
l
pb
2V
-------
,

_
f
-------------------------
vs. V
vs. q
Reversal V
Reversal q
Kolonay 53
CRD
Aeroelastic Effects on Roll Rate Pressures
0.052
0.046
0.039
0.033
0.026
0.019
0.013
0.006
0.000
-0.007
-0.014
-0.020
-0.027
-0.033
-0.040
0.032
0.028
0.024
0.020
0.015
0.011
0.007
0.003
-0.001
-0.005
-0.010
-0.014
-0.018
-0.022
-0.026
0.012
0.010
0.009
0.007
0.006
0.004
0.002
0.001
-0.001
-0.002
-0.004
-0.006
-0.007
-0.009
-0.010
p
p
p
q
rigid
= 27 (deg/sec) q
rigid
= 46 (deg/sec) q
rigid
= 59 (deg/sec)
q
rigid
= 0 (deg/sec) q
rigid
= -28 (deg/sec) q
rigid
= 16 (deg/sec)
M=0.7
q 0.78 (psi) = q 1.5 (psi) = q 0.28 (psi) =
Kolonay 54
CRD
Rolling Wing Deformations
M 0.7 q , 1.5 psi = =
Kolonay 55
CRD
1. Bisplinghoff, Ashley and Halfman Aeroelasticity, Dover Publications, Addison-Wes-
ley Publishing Company, Inc., 1995.
2. Weisshaar, Fundamentals of Static and Dynamic Aeroelasticity, Purdue University
School of Aeronautics and Astronautics, West Lafayette, IN 1992.
3. Smilg, B. and Wasserman, L. S., Application of Three Dimensional Flutter Theory to
Aircraft Structures, USAAF TR 4798, 1942.
4. Neill, D.J., Herendeen, D.L., Venkayya, V.B., ASTROS Enhancements, Vol III-
ASTROS Theoretical Manual, WL-TR-95-3006.
5. Bendiksen, Oddvar O., Fluid-Structure Coupling Requirements for Time-Accurate
Aeroelastic Simulations, AD-Vol.53-3, Fluid-Structure Interaction, Aeroelasticity, Flow-
Induced Vibration and Noise, Volume III ASME, 1997.
6. Farhat, C., Special course on Parallel Computing in CFD, AGARD-R807, October
1995.
7. MacNeal, R. H., The NASTRAN Theoretical Manual, NASA-SP-221(01), April,
1971.
8. I.E. Garrick and W.H. Reed, III Historical Development of Aircraft Flutter, Journal of
Aircraft, Vol. 18, No. 11, November 1981.
References
Kolonay 56
CRD
9. Grumman Aerospace Corporation, An Automated Procedure for Flutter and Strength
Analysis and Optimization of Aerospace Vehicles Volume I. Theory and Application,,
AFFDL-TR-75-137.
10. Hassig, H.J., An Approximate True Damping Solution of the Flutter Equation by
Determinant Iteration, Journal of Aircraft, Vol. 8, No. 11, November 1971, pp. 885-889.
11. Neill, D.J., MSC/Flight Loads and Dynamics Training,, The MacNeal-Schwendler
Corporation, 815 Colorado Boulevard, Los Angeles, CA, August 1999.
References

Ray Kolonay 1 Computational Aeroelasticity

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Kolonay 1

- Spline matrix which transforms forces from Aerodynamic DOF (ADOF) to

- Aerodynamic Inuence Coefcient Matrix. Relates forces on ADOF (panels)

Angle of Attack Pitching Moment C

-0.001 0 0.001 0.002

Linear Static Aeroelasticity

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