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At least 847 records · Page 47
All sourcesNASA NTRSDOE OSTI
NASA NTRS1972

Aeroelastic optimization of a panel in high Mach number supersonic flow.

Solution for a least-weight skin thickness distribution for a panel with a flutter parameter constraint. This panel weighs less than any similar constant thickness panel, but has the same critical supersonic panel flutter parameter. The panel rests on simple supports and is of sandwich construction. The span to chord ratio is large enough that the inertial, elastic, and aerodynamic behavior is one-dimensional. The Mach number is great enough that the aerodynamic forces acting on the upper panel surface may be accurately described by quasi-steady, linearized, supersonic aerodynamic theory. The final optimum design is obtained from theoretical and numerical methods adapted from optimal control theory. The results of this investigation show that the optimal panel thickness distribution is symmetric about the panel chord midpoint. Compared to a reference panel with constant thickness, optimum panels are found to be nearly 12% lighter.

Weisshaar, T. A.↗
NASA NTRS1972

Active control of aeroelastic response

Conceptual and wind-tunnel programs leading to the development of technology for applying active controls to the suppression of flutter indicate that these methods may prove to be a powerful tool in providing required safety margins for flutter in future high-performance supersonic aircraft. The nature of flutter considerations in the design of the United States SST prototype aircraft has been described as an example of the type of application where active flutter suppression shows promise. Although this new technology is emerging, several years of additional development will be required in order to bring the technology to a complete state of readiness, particularly for civil applications.

A Gerald Rainey↗
NASA NTRS1972

A parametric study of planform and aeroelastic effects on aerodynamic center, alpha- and q- stability derivatives. Appendix A: A computer program for calculating alpha- and q- stability derivatives and induced drag for thin elastic aeroplanes at subsonic and supersonic speeds

The computer program used to determine the rigid and elastic stability derivatives presented in the summary report is listed in this appendix along with instructions for its use, sample input data and answers. This program represents the airplane at subsonic and supersonic speeds as (a) thin surface(s) (without dihedral) composed of discrete panels of constant pressure according to the method of Woodward for the aerodynamic effects and slender beam(s) for the structural effects. Given a set of input data, the computer program calculates an aerodynamic influence coefficient matrix and a structural influence coefficient matrix.

Roskam, J.↗
NASA NTRS1972

A parametric study of planform and aeroelastic effects on aerodynamic center, alpha- and q- stability derivatures. Appendix B: Method for computing the strucutral influence coefficient matrix of nonplanar wing body tail configurations

The method used in computing the structural influence coefficient matrix of the computer program of Reference 1 (appendix A of the Summary Report) is reported. This matrix is computed for complete wing-body-tail configurations by assuming that all major airplane components can be structurally represented by a slender beam called the elastic axis. A structural influence coefficient is defined as the rotation about the Y-stability axis at panel j induced by a unit load on panel k. A description of how a structural breakdown is performed in detail is included.

Roskam, J.↗
NASA NTRS1972

A parametric study of planform and aeroelastic effects on aerodynamic center, alpha- and q- stability derivatives. Appendix C: Method for computing the aerodynamic influence coefficient matrix of nonplanar wing-body-tail configurations

Expressions are derived for computing the aerodynamic influence coefficient matrix for nonplanar wing-body-tail configurations. An aerodynamic influence coefficient is defined as the load in lbs. induced on a panel as a result of a unit angle of attack on another panel. Fuselage, wing and tail thickness are assumed to be small with the result that the thickness effect on the flow-field is negligible. The method for determining the aerodynamic influence coefficient matrix is based on the lifting solution to the small perturbation, steady potential flow equation.

Roskam, J.↗
NASA NTRS1972

A parametric study of planform and aeroelastic effects on aerodynamic center, alpha- and q- stability derivatives. Appendix D: Procedures used to determine the mass distribution for idealized low aspect ratio two spar fighter wings

The procedures used to establish the mass matrices characteristics for the fighter type wings studied are given. A description of the procedure used to find the mass associated with a specific aerodynamic panel is presented and some examples of the application of the procedure are included.

Roskam, J.↗
NASA NTRS1972

A parametric study of planform and aeroelastic effects on aerodynamic center, alpha- and q-stability derivatives. Appendix E: Procedures used to determine the structural representation for idealized low aspect ratio two spar fighter wings

An explanation is presented of the method used to locate the elastic axis and the method to determine the EI and GJ distributions along the elastic axes of wings with a 2-spar (front and rear) construction or a single torque-box construction.

Roskam, J.↗
NASA NTRS1973

Studies in tilt rotor VTOL aircraft aeroelasticity, volume 2

Two methods for natural mode vibration analysis are discussed. The first consists of a direct approach based on a finite element representation of the complete structure as an entity. The mass and stiffness matrices for the complete structure are assembled by properly combining the mass and stiffness matrices of the individual elements into which the structure has been divided. The second approach is that of component mode synthesis. This method is based on the concept of synthesizing the natural modes of the complete structure from modes of conveniently difined substructures, or components, into which the structure has been partitioned. In this way the expedient of reducing the system degrees of freedom, and thus the size of the eigenvalue problem, can be introduced by partial modal synthesis.

Kvaternik, R. G.↗
NASA NTRS1973

Status of two studies on active control of aeroelastic response

The application of active control technology to the suppression of flutter has been successfully demonstrated during two recent studies in the Langley transonic dynamics tunnel. The first study involved the implementation of an aerodynamic-energy criterion, using both leading- and trailing-edge controls, to suppress flutter of a simplified delta-wing model. Use of this technique has resulted in an increase in the flutter dynamic pressure of approximately 12 percent for this model at a Mach number of 0.9 Analytical methods used to predict the open- and closed-loop behavior of the model are also discussed. The second study, was conducted to establish the effect of active flutter suppression on a model of the Boeing B-52 Control Configured Vehicle (CCV). Some preliminary results of this study indicate significant improvements in the damping associated with the critical flutter mode.

Abel, I.↗
NASA NTRS1973

V/STOL tilt rotor study. Volume 6: Hover, low speed and conversion tests of a tilt rotor aeroelastic model (Model 300)

Stability and control tests of a scale model of a tilt rotor research aircraft were conducted. The characteristics of the model for hover, low speed, and conversion flight were analyzed. Hover tests were conducted in a rotor whirl cage. Helicopter and conversion tests were conducted in a low speed wind tunnel. Data obtained from the tests are presented as tables and graphs. Diagrams and illustrations of the test equipment are provided.

Marr, R. L.↗
NASA NTRS1973

Aeroelastic instabilities of hingeless helicopter blades.

In this study the stability boundaries of a hingeless helicopter blade are studied using a system of coupled flap-lag-pitch equations of motion. Divergence and flutter boundaries for the linearized system of equations are presented. Flap-lag, flap-pitch and coupled flap-lag-pitch instabilities in hovering flight are studied. The effect of the torsional degree of freedom on the flap-lag type of instability is investigated. Similarly the effect of lag on the flap pitch type of instability is also considered. Results illustrating these effects, together with the effect of various important blade parameters on blade stability are presented.

Friedmann, P.↗
NASA NTRS1973

Analysis and testing of aeroelastic model stability augmentation systems

Testing and evaluation of a stability augmentation system for aircraft flight control were performed. The flutter suppression system and synthesis conducted on a scale model of a supersonic wing for a transport aircraft are discussed. Mechanization and testing of the leading and trailing edge surface actuation systems are described. The ride control system analyses for a 375,000 pound gross weight B-52E aircraft are presented. Analyses of the B-52E aircraft maneuver load control system are included.

Sevart, F. D.↗
NASA NTRS1971

Analysis of aeroelastic model stability augmentation systems

An analytical and mechanization study was conducted for two flutter stability augmentation systems. One concept uses only the wing trailing edge control surface. Another concept uses leading and trailing edge control surfaces operating simultaneously. The combined use of leading and trailing edge control surfaces should improve the surface coupling (controllability) with vertical bending and torsional structural modes and decrease the coupling between bending and torsional modes. The study was directed toward stability augmentation systems characteristics for the supersonic transport aircraft.

Sevart, F. D.↗
NASA NTRS1973

Design and fabrication of an aeroelastic flap element for a Short TakeOff and Landing (STOL) aircraft model

A flap element typifying a third element in the flap system of a short takeoff and landing aircraft was designed, fabricated, and instrumented. It was delivered to NASA for flight-simulated testing. The flap element was aluminum skin-stringer-rib construction with adhesive laminated skins. The tests conducted were as follows: (1) sonic check, (2) thermal expansion, (3) end fitting stiffness, (4) material properties, (5) maximum bending stress in the skin, and (6) effective skin width and stringer spacing.

Belleman, G. W.↗
NASA NTRS1974

Aeroelastic stability of coupled flap-lag motion of hingeless helicopter blades at arbitrary advance ratios

Equations for large amplitude coupled flap-lag motion of a hingeless elastic helicopter blade in forward flight are derived. Only a torsionally rigid blade excited by quasi-steady aerodynamic loads is considered. The effects of reversed flow together with some new terms due to radial flow are included. Using Galerkin's method the spatial dependence is eliminated and the equations are linearized about a suitable equilibrium position. The resulting system of homogeneous periodic equations is solved using multivariable Floquet-Liapunov theory, and the transition matrix at the end of the period is evaluated by two separate methods. Computational efficiency of the two numerical methods is compared. Results illustrating the effects of forward flight and various important blade parameters on the stability boundaries are presented.

Friedmann, P.↗
NASA NTRS1974

Status of two studies on active control of aeroelastic response at NASA Langley Research Center

The application of active control technology to the suppression of flutter was successfully demonstrated during two recent studies in the Langley transonic dynamics tunnel. The first study involved the implementation of an aerodynamic-energy criterion, using both leading- and trailing-edge controls, to suppress flutter of a simplified delta-wing model. Use of this technique resulted in an increase in the flutter dynamic pressure of approximately 12 percent for this model at a Mach number of 0.9. Analytical methods used to predict the open- and closed-loop behavior of the model are also discussed. The second study, which is a joint effort with the Air Force Flight Dynamics Laboratory, was conducted to establish the effect of active flutter suppression on a model of the Boeing B-52 Configured Vehicle (CCV). Some preliminary results of this study indicate significant improvements in the damping associated with the critical flutter mode.

Abel, I.↗