.

Flutter and Aeroelastic Stability

I

A Self-Study Video Course

Developed and Presented by

Gerald C. Lakin and James R. Haynes

Transport Airplane Directorate

Aircraft

Certification

Division

Federal Aviation Administration

Adapted from the September 16 & 17,1997, IVT Satellite Broadcast cla?rJvJ

Table of Contents

GETTING STARTED How Do I Use This Self-Study Package?. .. .... ... ... ... ... ... .... I. AIRFRAME ENGINEERING CURRICULUM What Does the Curriculum Cover7. ... ... ... ... ... ... ... ... .... .... . Two-Week Job Function Course .. ... ... ... ... ... ... .... ... .. Overviews of Technical Subjects . ... ... ... ... ... ... ... ... ... Core Technical Subjects Courses .... .. ... ... ... .... .. .... ...

1 2 3 4 5

II.

SELF-STUDY VIDEO COURSE ORIENTATION About This Self-Study Video Course . ... .... .. .... ... .... .. .... .. . 6 Who Is the Target Audience? . ... ... ... ... ... .... .. .... ... ... ... ... .... 7 Who Are the Instructors? . ... .... .. .... ... ... ... ... ... ... .... .. .... .. .... . 7 What Will You Learn? ... ... ... ... .... .. .... ... ... ... ... .... .. .... .. .... . 9 How WillThis Course Help You On-the-Job? ... ... ... .... . 9 What Topics Does the Course Cover? .. ... ... .. .... ... .... .. .... . 10 What Are Some Good References? .. .... .. .... .. .... ... ... ... ... .. 12 SELF-ASSESSMENT Pre- & Post-Course Self-Assessment Questions ... .... ... .. 14

III.

APPENDICES A. Flutter/Aeroelastic Stability Video Presentation Visuals B. C. D. E. FAR Parts for Flutter/Aeroelastic Stability Aeroelastic Instability Definitions Flutter Analysis Self-Study Video Course Evaluation Form

Self-Study Video Federal Aviation

Course Administration

Flutter/Aeroelastic September, 1997

Stability i

Getting Started
How Do I Use This Self-Study Package? This self-study package consists of a VHS videotape (approximately 6 hours) and the accompanying self-study guide. This self-study guide provides you with the position of this course in the Airframe Engineering Curriculum, an orientation to the self-study video course, support materials for use with the videotape, a self-assessment, and the course evaluation. Follow these steps to complete your study. 1. Read Section I, Airframe Engineering Curriculum, to familiarize yourself with the the overall scope and format of the curriculum. 2. Read Section II, Self-Study Video Course Orientation, before viewing the videotape to get an overview of the purpose of the course, the target audience, the instructor(s), what you will learn, how this course will help you on-the-job, the topics covered in the course, and some good references. 3. Answer the pre-course self-assessment questions in Section III, Self-Assessment. 4. Turn to Appendix A, FlutterIAeroelastic Stability Video Presentation Visuals, and start the videotape. 5. Refer to Appendix B, FAR Parts for Flutter/Aeroelastic Stability, as needed during the broadcast and as a reference tool. 6. Appendices C and D are reference materials compiled by the instructors. Appendix C provides the definitions of instability terms. Appendix D presents information on developing the flutter stability equation and on solving and interpreting equation results. 7. Complete the post-course self-assessment in Section III, Self-Assessment. 8. Complete the Self-Study Video Course Evaluation Form in Appendix E and send it to your Directorate/Division Training Manager (ATM).
Self-Study Video Federal Aviation Course Administration Flutter/Aeroelastic September, 1997 Stability 1

Airframe Engineering

Curriculum

I.

Airframe

Engineering

Curriculum

What Does the Curriculum Cover?

The Airframe Engineering Curriculum fits into the broader AIR Training Program that is summarized in the following figure.

An Overview

ASI Job

Function

1
/ I

ASE Systems Job Function

; I /

ASE Propulsion Jab Function

Technical DACT. 1-I

Training OAT

Flight Tea Job Function

First

Year

with

Aircraft

Certification Continuing Development

Within the context of the AIR Training Program, the Airframe Engineering Curriculum is designed to effectively meet the critical safety mission of the FAA by addressing the following Service goals: Standardization
l

Promote standardization throughout the organization in task accomplishment and application of airworthiness regulations in order to achieve uniform compliance.

Self-Study Video Federal Aviation

Course Administration

Flutter/Aeroelastic September, 1997

Stability 2

Airframe Engineering Curriculum

Job Performance Proficiencv
l

Reduce significantly the time required for newly hired engineers to attain full job performance proficiency. Establish and maintain appropriate, effective, and responsive communication, collaboration, leadership, and teamwork with both internal and external customers.

Customer Service
l

In addition to the Service goals, the Airframe Engineering Curriculum is designed to provide ASEs with job function training in three domains: Tasks and procedures governing the work of engineers in design approval, technical project management, certificate management, and designee management. FAR airworthiness requirements that are the purview of airframe engineers. Generally they are subparts C and D of FAR Parts 23,25,27, and 29. Technical subjects essential for all new engineers to meet both introductory requirements and, later, minimum technical proficiency level requirements. The resulting Airframe Engineering Curriculum structure consists of three main types of training opportunities: 1. Two-Week Job Function Course 2. Overviews of Technical Subjects 3. Follow-on Core Technical Subjects Courses.

Two-Week Function Course

Job

The Two-Week Job Function Course uses an instructor-led, classroom-based format with lecture, discussion, and individual and group activities. Supporting materials used in the course include print, overhead transparencies, videotapes, job aids, and documents and sample reports.
Flutter/Aeroelastic Stability 3

Self-Study Video Course Federal Aviation Administration

September, 1997

Airframe Engineering Curriculum

The course is divided into the following Week 1
l

two major sections:

Certification Tasks - includes design approval, technical project management, certification management, and DER management. Week 2 FAR Requirements and Key FAR Sections - includes training in the subparts of the FAR that apply to airframe engineers (subparts C and D) at two levels: an overview of those subparts across FARs 23,25,27, and 29; and in-depth discussion of significant sections of the FAR that are important to the Service. The importance of these sections may stem from problems in interpretation and application of requirements, technical complexity of a design, high visibility projects, or safety considerations that are paramount.

Overviews Technical Subjects

of

High-level overviews of ten technical subjects are presented by NRSs or other senior engineers. These overviews will be available in two modes:
l

An initial live three- to four-hour IVT satellite broadcast with accompanying course material will be received at each Directorate and other downlink sites. A Video/Self-Study Training Package adapted from the initial IVT presentation and accompanying course material , will be available through the Directorate Training Manager.

Basic concepts and FAA-specific applications and examples are provided for each of the following ten technical subjects:
l l l

Aircraft Loads Fatigue/Fracture Mechanics/Damage Composite Materials

Flutter/Aeroelastic September, 1997 Stability 4

Tolerance

Self-Study Video Federal Aviation

Course Administration

Aif$iiame Enginizering Curriculum

l l l l l l l

Crashworthiness/Occupant Stress Analysis Flutter/Aeroelastic Stability Structural Test Methods Design and Construction Repairs and Modifications.

Protection Processes of Metal

Material Properties/Manufacturing

Each technical subject overview is designed to not only provide ASEs with the FAA perspective on the topic, but also serve as an indicator of what further training may be needed.

Core Technical Subjects Courses

As a follow-on to the Overviews of Technical Subjects, the curriculum will provide more in-depth training on the following three subject areas:
l l l

Basic Loads Stress Analysis and Structural Test Methods Repairs and Modifications.

These core technical subjects are essential to the technical work of the airframe engineer in a regulatory environment regardless of product or technology. Training in each of the core subjects will be designed to bring airframe engineers to a minimum level of technical proficiency and to help promote proficiency in the application of the technical knowledge in an office work environment. Additional technical training for engineers beyond these core subjects will depend largely on AC0 organizational needs stemming from customer requirements, products certified, emerging technology, and the number of staff requiring more specialized training. In short, the more advanced the technical training required, the more individualized it becomes.
Self-Study Video Federal Aviation Course Administration Flutter/Aeroelastic September, 1997 Stability 5

Self-Study Video Course Orientation

II.

Self-Study

Video Course Orientation

Flutter and Aeroelastic Stability is one in a series of ten Overviews of Technical Topics in the Airframe Engineering Curriculum designed to prepare you to meet the critical safety mission of the FAA. [For more information on the Airframe Curriculum, refer back to Section I of this guide.] This self-study video course is based on the original eight-hour Interactive Video Teletraining (IVT) broadcast on September 16 and 17, 1997. The broadest was televised from the IVT studio at the FAA Academy in Oklahoma City to various sites around the country. James R. Haynes and Gerald C. Lakin, senior engineers in the Transport Airplane Directorate Standards Staff, are the instructors. They will provide you with basic aircraft flutter concepts, criteria, regulations, and examples. During the broadcast, participants were able to communicate with the instructor either through a microphone and/or simple-to-use Viewer Response System keypads. Appendix A contains the actual visual support material used by the instructors during the broadcast. You can use these visuals to follow along with the videotape and record notes directly on the pages. Appendix B is a listing of relevant FAR Parts. Appendices C (Aeroelasiic Instability Definitions) and D (Flutter Analysis) is information pulled together by the instructors as additional reference materials. Appendix E contains the Self-Study Video Course Evaluation Form. Please fill out this form after completing this course and send the form to your Directorate/Division Training Manager (ATM).

About This Self-Study Video Course

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic September, 1997

Stability 6

Self-Study Video Course Orientation

Who Is the Target Audience?

This course is designed for:

l

New and experienced FAA airframe engineers who are not proficient or expert in flutter/aeroelastic stability, related FAA regulations, and/or the application of this knowledge to ensuring aircraft safety. Others with interest, such as multidisciplinary flight test pilots. engineers or

Who Are the Instructors?

James (Jim) R. Haynes received a BS in Aeronautical

Engineering( 1967) and an MS in Systems Engineering( 1973), and has performed additional post-graduate studies in aeroelasticity and flutter at Renssalaer Polytechnic and the University of Oklahoma. He is a Registered Professional (Mechanical) Engineer. He has 28 years of experience as an aeronautical engineer and has worked as an FAA airframe engineer for the last 26 years. Jim was an FAA Academy instructor from 1974-77 where he taught certification and engineering courses, including the Airplane Flutter and Aircraft Vibration courses. He has been the principle technical specialist for flutter for the FAA Transport Airplane Directorate since 1980. He was responsible for the development of Advisory Circular 25.629- 1, Flutter Substantiation of Transport Category Airplanes and the principle author of the current version of FAR section 25.629, Aeroelastic Stability Requirements. Jim is the FAA representative of the Aviation Rulemaking Advisory Committee (ARAC) working group for the development of regulations and advisory material concerning structures, loads, and flutter.

Jim Haynes

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic Stability September, 1997

7

S;e&!hdy

Video Course Orientation

Gerald (Gerry) C. Lakin received a BS (1961) and MS (1965) in Engineering Mechanics and did post-graduate work in Aeronautics and Astronautics (1966 and 1970). He is a Registered Professional Engineer and Senior Member of AIAA. He worked as an engineer and manager in structural dynamics (primarily flutter and vibration) for 36 years, including 30 years at the Boeing Company where he was involved in many commercial, military and space programs. He was an FAA DER at Boeing and consulted as an independent DER in the general aviation industry. He has published papers in the AIAA and ASME technical journals and taught the introductory course in Flutter and Vibration at Boeing. Gerry joined the FAA in 1995 as a Project Officer in the Transport Airplane Directorate Standards Staff where he shares Part 25 oversight responsibilities for the Los Angeles and Atlanta ACOs. Some of the projects he is associated with are the civil certification of the McDonnell Douglas C- 17 and Blended Wing Body airplanes, and the China Bilateral Airworthiness Assessment. He has provided training on certification projects and consulted on continued airworthiness issues involving flutter and vibration.

Self-Study Video Course Federal Aviation Administration

FlutterlAeroelastic September, 1997

Stability 8

Se!f-Study Video Course Orientation

What Will You Learn? After completing this course, you will have a basic understanding of the concepts and principles of Flutter and Aeroelastic Suitability, including: What aeroelastic instabilities are and how they differ from forced vibration response. In addition you will be able to visualize common aircraft flutter modes. Regulatory requirements, advisory material and policy for small and transport category airplanes. Analytical and experimental means of demonstrating compliance. Factors that influence aeroelastic stability and detail design considerations. Further reading material and studies, including analytical tools and additional training. How Will This Course Help You On-the- . Job? After completing this course, you should be able to:
l

Understand and recognize the characteristics of the different types of aeroelastic instabilities.

0 List the FAR requirements, guidance, and policy that deal with aeroelastic stability.
0

Review applicants flutter certification plan and understand the general approach to demonstrate compliance. Describe parameters that can effect aeroelastic stability and relate this to detail design features and design changes. Understand that a great deal of education, training, and experience are necessary to make journeyman findings of compliance.

Self-Study Video Course Federal Aviation Administration

September, I997

Flutter/Aeroelastic Stability 9

Se&-Sttidjl Video Course Orientation

What Topics Does the Course Cover?

The following topic outline is intended to give you an overview of the course content. I II. tntroduction Background and Review A. Basic definitions 1. What is and isnt instability 2. Instability 3. Definition vs. forced vibration of flutter

B. Vibration modes 1. Single degree of freedom 2. Two degrees of freedom 3. Multi-degrees (continuous) of freedom 4. Free-free vibration modes 5. Coupled modes 6. Full airplane structural dynamic model C. The mechanism of classical flutter III. The Aeroelastic Stability Requirements A. Transport airplanes B. Small airplanes IV Demonstration of Compliance A. General 1. Methods of compliance 2. Compliance philosophy 3. Flutter certification plan
Self-Study Video Course Federal Aviation Administration September, 1997 Flutter/Aeroelastic Stability IO

Self-Study Video Course Orientation

B. Flutter analyses 1. Flutter stability equation 2. Solving 3. Interpreting results 4. Analytical investigations 5. Reporting the results C. Ground vibration tests 1. Objectives 2. Test plan and conformity 3. Test article and support system 4. Test results 5. Other ground tests D. Wind tunnel tests 1. Purposes 2. Dynamic similarity 3. Instrumentation and testing techniques 4. Tunnel investigations and parametric variations 5. Flutter model video E. Flight Flutter Tests 1. Purpose 2. Test article (configurations 3. Instrumentation and conformity) and testing techniques

4. Flight investigations and test conditions 5. How results are used in the compliance program

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability II

Self-Study Video Course Orientation

V. What Effects Aeroelastic Stability A. Changes, modifications B. Assessing changes VI. Flutter Prevention A. Detail design and service information VII. Further Study, Analytical Tools, and Training A. Main referenced texts B. Standard analytical tools C. Recommended training courses D. Recommended training activities VIII. What Are Some Good References? Summary and repairs

The following are good published references for flutter/aeroelastic stability information: Garrick, I.E. and Reed, W.H. III,,Historical Flutter, ALU-8 l-059 1-CP, 198 1. Development of

Theodorsen, T.; General Theory of Aerodynamic Instability and the Mechanism of Flutter, NACA Report 496, 193 5. Theodorsen, T. and Garrick, I.E.; Mechanism ofFlutter -- A Theoretical and Experimental Investigation of the Flutter Problem, NACA Report 685, 1940. Theodorsen, T. and Garrick, I.E.; Nonstationary Flow about a Wing-Aileron-Tab Combination Including Aerodynamic Balance, NACA Report 736, 1942.
Self-Study Video Course Federal Aviation Administration Flutter/Aeroelastic Stability 12

September, 1997

S&f-Sttidy Video Course Orientation

Theodorsen, T. and Garrick, I.E.; Flutter Calculations in Three Degrees of Freedom, NACA Report 74 1, 1942. Fung, Y.C.; Fung, Y.C.; An Introduction to the Theory of Aeroelasticity, Dover Publications, Inc. 1969. Scanlan, R.H. and Rosenbaum, R; Introduction to the Study of Aircraft Vibration and Flutter, The MacMillan Co., 1962. Bisplinhoff, R.L. and Ashley, H.; Principles of Aeroelasticity, Dover Publications, Inc., 1962. Langley Research Center, Flutter Testing Techniques, NASA SP-415, October 9-10, 1976. Pope, Alan and Rae, William, Low Speed Wind Tunnel Testing, Wiley-Interscience, Inc., 1984. Advisory Group For Aerospace Research and Development (AGARD); Manual on Aeroelasticity, October 1968.

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability 13

Self-Assessment III. Self-Assessment

During the IVT broadcast, the instructor asked participants to respond at the beginning and end of the presentation to the following questions about flutter certification and analysis. Rate your level of understanding for each of the following statements before and after completing the course.

Pre- & PostCourse SelfAssessment Questions

1. I understand what constitutes an aeroelastic instability. Moderately Not Very

Cmfid BEFORE AFTER THE COURSE: THE COURSE: clen 0 t Confident cl 0 0 Cl

Confidenl

2. I understand the regulatory requirements related to aircraft flutter. Moderately Not Very
Confident cl Cl Confident Cl cl Confident 0 Cl BEFORE AFTER THE COURSE: THE COURSE:

3. I understand the analytical and experimental means of compliance for flutter requirements.
Very Confident BEFORE AFTER THE COURSE: THE COURSE: 0 cl Moderately Confident Cl cl Not Confident cl cl

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability 14

Appendix A

Flutter/Aeroelastic Stability Video Presentation Visuals

Appendix A

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A

Appendix A

What you will learn

l l l l

What aeroelastic instabilities are Regulatory requirements Acceptable means of compliance What affects flutter and flutter prevention Avenues of further study and development

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A-l

Appendix A

Why aeroelastic stability has been (and is) important

l

Flutter can be catastrophic occur without warning. It is a historic problein:

-

and it can

as well as current

It was responsible for one of the first catastrophic accidents in aviation history. As recently as 1991, a large transport airplane was lost due to flutter with 50 fatalities (Accident Board finding).

Why aeroelastic stability is becoming more important

l l

Airplanes

are larger,

more flexible.

Airplanes use advanced flight control systems that couple directly with the structural modes of the airplane. There .are an increasing number of major modifications being accomplished that have a significant affect on aeroelastic stability.

Self-Study Video Course Federal qviation Administration

Flutter/Aeroelastic September, 1997

Stability A-2

Appendix A

Affect
l

on design

Aeroelastic stability .concerns dictate the design of a significant amount of structure on a transport airplane:
- Location of nacelles -Wing box stiffness - Vertical fin stiffness - Pylon stiffness and engine mount structure - Control surface rigidity, geometry, inertial properties.

fail-safe and

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A-3

Appendix A

What is and isnt instability

Instabilities
l l l l l

Not Instabilities
l

Flutter Whirl Control Flutter Reversal Divergence

Forced Vibration - Oscillatory failures - Prop wash excitation

Buffeting - Flow separation - Mach buffet

Deformation instability Aileron buzz??

Instability
l

vs. forced vibration

Forced vibration: A system that has an external forcing function that is independent of the motion of the system. Stability phenomena are notforced vibration because the forcing function is dependent on the motion of the system.

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A-4

Appendix A

Flutter
An unstable, self-excited structural oscillation at a definite frequency where energy is extracted from the airstream by the motion of the structure. The deformation and motion of the structure result in forces on the structure that tend to maintain or augment the motion.

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A-5

Appendix A

Session
l l l l l l

overview
of freedom (continuous) modes

Single degree of freedom Two degrees Multi-degree

,Free-free vibration Coupled modes

II

Full airplane model

structural

dynamic

Single
l l l l

degree of freedom
K harmonic motion a = -(j&4

Fa=Ma -Kx=Ma but a = -02x

-to( = mo2Mx

[WM-02]x=0 This is the basic form of the stability equation no matter how complex the system.

12

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelastiqStability A-6

Appendix A

Two degrees
. h

of freedom
F*=M2a2 ')

= M,a,

and

. IFI = MW . -wl00=w1w
. -02[M]{x}+[K]{x}=0 . [M-K- w21]{x}={O}
l

Two frequencies and two mode shapes. This is a two dearee of freedom system.

13

Continuous
l

structures

Inertial forces proportional to displacement Infinite degrees freedom of

Modeled with lumped masses and massless connecting beams

I4

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A-7

Appendix A

Free-free modes
l

All inertial forces and moments balanced SpmeMc and

antbsymmettk
modes if there is a plane of symmetry
l

Othenrvise;

asymmettfc
15

mocks

Coupled

modes

Elastic axis\

16

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A-8

Appendix A

Structural

dynamic

model

Lumped mass beam model (&tick model) is commonly used, even for complex airplanes.
I7

Summary
l l l l l l

Single

degree of freedom of freedom (continuous)

modes

Two degrees Multi-degree

Free-free

vibration

Coupled

modes structural dynamic

Full airplane model

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A-9

Appendix A

19

Session
l l l

overview
surface mechanism mechanism

A control

A main surface

Other mechanisms involving main and control surfaces

20

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A- IO

Appendix A

Wing aeroelastic displacements

X elastic . inertia $3XS b 2-z 21 axis

Wing bending and control surface rotation

22

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A- 11

Appendix A

Flutter
An unstable, self-excited

oscillation at 8 deMte

structural frequency

where energy is extracted from the airstream by the motion of the structure.

Wing bending and control surface rotation

o,,~= K,/ M, bending op2= K, / I,, control

24

frequency surface frequency

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A- 12

Appendix A

Aerodynamic

stiffness

Structural mode frequency versus airspeed

frequenc$
Oh

bending mode mode

I

0
26

airspeed,

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic, Stability A- 13

Appendix A

Flutter
An unstable, self-excited structural oscillation at a definite frequency where energy4s extracted from the airstream by the motion of the structure. The deformation and motion of the structure result in fibrces on the structure that tend to maintain or

augment the motion.

27

Wing tip deflections along the flight path

Work done

= L, h (stabilizing)

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A- 14

Appendix A

Wing tip deflections along the flight path

Work done

= L, h (destabilizing)

Aeroelastic

stability

g = (1/P)~og(X,/X*)

Unstable

30

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic September, 1997

Stability A- 15

Appendix A

Unbalanced
damping g
0

control

surface

gs stable

Partially control

balanced surface

rnz cg towards hinge line 32

Self-Study Video Course Federal Aviation Administration Flutter/Aeroelastic Stability A- 16

September, 1997

Appendix A

Partially control
unstable

balanced surface

Mass balanced

control

surface

34
Self-Study Video Course Federal Aviation Administration FlutterIAeroelastic September, 1997 Stability A- 17

Appendix A

Balanced
damping g 0 gs

control
unstable

surface

airspeed stable

35

Control

surface frequency

surface mode 0
36

airspeed,

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A- 18

Appendix A

Wing

bending

and torsion

a;
m,*=K,/M, bending frequency oa2=Ka/la, torsion frequency
37

Wing

bending

and torsion

LaL
Self-Study Video Course Federal Aviation Administration September, 1997 Flutter/Aeroelastic Stability A- 19

Appendix A

Aerodynamic

stiffness

59

Structural mode frequency versus airspeed

frequency

bending

speed, U
40

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 20

Appendix A

Wing bending

and torsion

airspeed

Mass balanced

wing

Ma

42

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic September, 1997

Stability A-21

Appendix A

Mass balanced
damping go stable unstable

wing

airspeed

(ls-*m
43

Wing torsion
%x1 %

frequency

increased

speed,
44

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 22

Appendix A

Wing mounted

engine

reduced torsion frequency - unfavorable cg moved forward - favorable

45

Mass matrix w
% % %
46

s,.
Ia PaP pa6

sp
pap IP Pps

sg
pai5 pPs Is

bending torsion control surface tab

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 23

Appendix A

Session
l l l

summary
surface mechanism mechanism

A control

A main surface

Other mechanisms involving main and control surfaces

47

Aeroelastic Stability Requirements

Part 25 Transport Airplanes

4ll

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Flutter/Aeroelastic September, 1997

Stability A - 24

Appendix A

Session
l l l l

overview

Principle Instability

references phenom.ena envelopes

and normal and failure conditions conditions

Means of compliance Flutter clearance

- Normal - Failure envelope envelope

l l
49

Mass balance

criteria

Flight flutter test requirement

Principle
l

references
stability

FAR 25.629 Aeroelastic requirements

Advisory Circular AC256294 Flutter Substantiation of Transport Category Airplanes Military Specification, Mil-A-8870

50

Self-Study Video Course Federal Aviation Administration

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Flutter/Aeroelastic Stability A - 25

Appendix A

Instability
l l l l

phenomena

Flutter Divergence Control Reversal due to

Loss of stability and control structural deformation Whirl flutter

Means of compliance
. Aeroelastic
l l l l

analysis, tests, tests,

Wind tunnel Ground

vibration

Flight flutter tests, or Any other tests found necessary by the administrator.

52
Self-Study Video Course FederalAviation Administration September, 1997 Flutter/AeroelasticStability A - 26

Appendix A

Compliance
GVT

philosophy

53

from instability

Stability
l

envelopes
configurations

Envelope for normal and conditions.

Envelope for failures, malfunctions and adverse conditions.

s4

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 27

Appendix A

Normal envelope

Mach Number 55

Normal
l

conditions
capacities and

Fuel and payload distributions.

For airplanes approved for icing: ice masses under normal flight in icing conditions. Pressurized and unpressurized. or condition (MMEL)

l l

Any other configuration approved for operation.

56

Self-Study Video Course Federal Aviation Administration

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Flutter/Aeroelastic Stability A - 28

Appendix A

Failure envelope

Mach Number

Failure envelope D 8 E .I a E I! 9 .I
W

(floor)

1.15

v,

M,+0.05

Mach Number 58
Self-Study Video Course Federal Aviation Administration Flutter/Aeroelastic Stability A - 29

September, 1997

Appendix A

Failure envelope
Maximum Alt

(floor)

ii 5

intersection

I V,i I I I 1.15 vc

Airspeed
39

(EA;)

Composite

failure envelope

60

Equivalent

Airspeed
Flutter/Aeroelastic Stability A - 30

Self-Study Video Course Federal Aviation Administration

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Appendix A

Failure conditions
l

Damage or failure conditions considered under 25.671, 25.672 or 25.1309. - Hinge failures, tab controls, actuator failures and combinations of control system failures.

Single failures of independent damper systems. Damage tolerance, bird strikes. discrete

flutter source, and

l
61

Failure conditions
l

Single failures in supports of large mass items (engines, external fuel tanks, etc.). Single failures of supports of large rotating masses (propellers and turbofans). Mismanagement Inadvertent of fuel (and zero fuel). with icing. of failures not improbable.

l l l

encounters

Any other combination shown to be extremely

62

Self-Study Video Course FederalAviation Administration

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Flutter/AeroelasticStability A-31

Appendix A

Concentrated

mass

balance

* Rigidity: 2 times the frequency of the mode likely to flutter (MU-A-8870).

l

Limit load factors

- 1009 normal - 30g parallel

(per AC 25.629-l):

to the plane of the surface to the hinge line

- 30g in the plane of the surface perpendicular to the hinge line.

l

Adequate for repair, re-painting, and the accumulation of ice and water.

63

Flight
l

flutter

tests

Flight flutter tests to V,, mandatory for all new transports (Amendment 25-77). Flight flutter tests to V,, mandatory for changes that have a significant effect on aeroelastic modes (Amendment 25-77). Prior to Amendment 25-77 flight flutter tests were mandatory if the Mach number exceeded 0.8.

64

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 32

Appendix A

Session
l l l l

summary

Principle Instability

references phenomena envelopes

and normal and failure conditions

Means of compliance Flutter clearance

- Normal envelope conditions - Failure envelope

l l

Mass balance

criteria

65

Flight flutter test requirement

Aeroelastic Stability Requirements

Part 23 Small Airplanes

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 33

Appendix A

Session
l

overview
references by the rule

Principle

l l l

What is covered

Means of compliance Simplified criteria

67

Principle
l l l

references
balance

FAR 23.629 Flutter FAR 23.659 Mass Advisory Circular 23.629-IA Means of compliance with section 23.629, Flutter FAA Report 45 Simplified Prevention Criteria NACA Technical Flutter

l
68

Report 685

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 34

Appendix A

Session
l

overview

Main references What is covered by the rule

l l

Means of compliance Simplified criteria

69

Categories
l

of airplanes

General

small airplanes

- Less than 260 knots and less than Mach 0.5. - Fixed stabilizers boom tails. - No unusual
l

and no T or

mass distributions.

Special

small airplanes
not meeting the General

- Airplanes definition.
70

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 35

Appendix A

Small airplane
l l l l

instabilities

Flutter Divergence Control Reversal (turbopropeller

Whirl flutter airplanes)

71

Substantiation
l

envelope

Must be free from instability within the design V-n envelope at speeds up to l.ZV, if shown by analysis. If other methods are used, then the speed depends on the method. Adequate tolerances must be established for speed, damping, mass balance, and control system stiffness throughout the envelope.

72

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic September, 1997

Stability A - 36

Appendix A

Fail-safe
l

requirements
single failures

For General airplanes: in tab systems.

For Special airplanes: single failures in primary flight control systems, flutter dampers, or tab systems. For any airplane electing the fail-safe or damage tolerance approach: Freedom from flutter after the failure condition.

13

Session
l l

overview

Main references What is covered by the rule

Means of compliance Simplified criteria

74

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic September, 1997

Stability A - 37

Appendix A

Means of compliance
l l l l

Rational Analysis Ground Simplified

analysis and flight tests vibration tests

Criteria (Report 45)

2D analyses
l

Two dimensional analysis is sometimes acceptable for small conventional airplanes with large aspect ratio. Ref - AC 23.629-IA, Appendix 2. NACA Report 685 contains a very useful collection of parametric charts that are based on 2-D flutter solutions.

76

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A-38

Appendix A

3D analyses
l

Current methods modal analyses.

are full airplane

3D

The traditional approach described in AC 23.629~IA, Appendix 2, will be described in more detail later.

Whirlmode
l

analysis
for (both single

Whirlmode substantiation turbopropeller airplanes and multiple engines).

Must include stiffness and damping variations (deteriorated or failed engine mounts). Appendix 2 of AC 23.629~IA contains a detailed explanation of the analytical method for whirlmode analysis.

18
Self-Study Video Course Federal Aviation Administration Flutter/Aeroelastic September, 1997 Stability A - 39

Appendix A

Analysis
l

plus flight tests

Although 5 23.629 seems to allow flight tests alone as substantiation, this is not normally practical. Critical configurations and critical flight conditions must be established by analysis before flight testing. Special category airplanes require fail safe substantiation which is difficult to do by flight.

79

Ground
l

vibration

tests

Part 23.629 requires that the natural frequencies be determined by tests, irrespective of the method of substantiation. Necessary Necessary for use in simplified for validation criteria. of analyses.

l l l

In some cases, mav help determine critical configurations for flight testing.

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 40

Appendix A

Session
l l l

overview

Main references What is covered by the rule

Means of compliance Simplified criteria

Report 45 criteria
l l l l l

Wing torsional Aileron Elevator balance

stiffness and free play

& rudder mass balance free play, and rigidity -

Tab balance, Balance stiffness

weight attachments and strength

82

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A-41

Appendix A

Report 45 limitations
l

Simplified criteria is limited to use only with airplanes meeting the General definition. The wing and aileron criteria of Report 45 are more restricted.
No large mass distributions wing. on the

83

Wing torsional stiffness Report45

Self-Study Video Course FederalAviation Administration

September, 1997

FlutterIAeroelasticStability A - 42

Appendix A

Aileron

balance criterion Report 45

IS

.I E E ts

V, = Design

dive speed, mph

Parallel +

axes criterion Report 45

Flutter speed factor

66

vf = 3
Flutter/Aeroelastic Stability A - 43

Self-Study Video Course Federal Aviation Administration

September, 1997

Appendix A

Perpendicular axes criterion Report 45 x < z s i!i s Rudder and elevator

z tn it s
87

Flutter speed factor, V,

Irreversible tab criteria Report 45

l

No appreciable deflection by means of a moment applied directly to the tab when the control surface is held fixed. Free-play 2.5 percent of the tab chord aft of the hinge line. (Note: AC 23.62?IA is much more restrictive.) Tab minimum rotational frequency are provided or torsional by a formula. .

(18
Self-Study Video Course Federal Aviation Administration Flutter/Aeroelastic Stability A - 44

September, 1997

Appendix A

Balance
l

weight design criteria per Report 45

Attachment frequency > 1.5 times the highest frequency with which the control surface could couple in flutter. Limit load factors; 24g normal to the surface and 12g in the other two directions. (Same as Part 23 and AC 23.629-l A.)

89

Session
l l l l

summary
references by the rule

Principle

What is covered

Means of compliance Simplified criteria

90

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 45

Appendix A

onstration of Compliance
91

Means
l l l l l

of compliance

Analyses Ground vibration tests (GVT)

Wind tunnel

modeltests

Flight flutter tests (FFT) Any other tests found necessary

92

Self-Study Video Course Federal Aviation Administration

September, 1997

FlutterIAeroelastic Stability A - 46

Appendix A

Compliance

philosophy

93

Flutter
l l l l

certification
of the airplane

plan
project.

Description

Means of showing Schedule

compliance.

of accomplishment. and test witnessing

Data approval responsibilities.

94

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A-47

Appendix A

95

Flutter
l

analyses

overview
equation

Flutter stability Solving Interpreting Analytical Reporting

l l l l

results investigations the results

96

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 48

----.

._

Appendix A

The mathematical
WI (;a + WI 1x1 = (FI

model

Assume that the vibration is constant amplitude and sinusoidal. {ii) = - a2 {x}

- a2 VW @I + WI w = m
91

Structural

dynamic

model
52

Lumped mass beam model (stick model) is commonly used, even for complex airplanes.
98

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 49

Appendix A

Selecting

structural

modes
model forces.

First solve the structural without any aerodynamic

-a2 [Ml {XI + WI 1x1= uu

Select a set of these frequencies and mode shapes (usually the first 20-30 modes or up to 3540 Hz).
99

Superposition

of modes

The flutter modes in air (at an airspeed) are considered to consist of a linear superposition of the selected structural modes.

LOO

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 50

Appendix

Generalized

coordinates

The new unknown variables, q, which are the piopottions of each structural mode contained in the flutter mode, are called the g eneralized coordinates.

101

The generalized

equation

Multiply through on the left by the transpose of the matrix [F]

[4dTCMI[~I Ii! = eneralized

-02iiF{q}
102

mass CM [#lTIM] [+] = generalized stiffness = E

+ K{q) = [Q][F]

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A-51

Appendix A

Structural

damping

Structural damping is proportional to the spring force but 90 degrees out of phase.

Mii + igKx

+ Kx = 0 = 0 K, is complex

Mii + (7 + ig)Kx

Mii + K,x = 0 where

103

Handling
0

damping

Structural damping can be ignored for now and a global structural damping considered when plotting the results. (AC23.629~IA or Method 1 of AC25.629~1) or..... The structural damping measured for each mode in the ground vibration test can be included directly in the generalized stiffness matrix. (Method 2, AC25.629~1). In the later case, the stiffness corn plex. matrix is

0
104

Self-Study Video Course Federal Aviation Administration

September, 1997

FlutterlAeroelastic Stability A - 52

Appendix A

Handling
l

damping

Structural damping can be ignored for now and a global structural damping considered when plotting the results. (AC23.629~IA or Method 1 of AC25.629~1) or..... The structural damping measured for each mode in the ground vibration test can be included directly in the generalized stiffness matrix. (Method 2, AC25.629~1). In the later case the stiffness complex. matrix is

105

Unsteady
Oscillation

aerodynamics

at frequency, a

Aerodynamic force coefficients depend on the reduced frequency, k k= 106

V
Flutter/Aeroelastic Stability A - 53

Self-Study Video Course Federal Aviation Administration

September, 1997

Appendix A

Aerodynamic

model

107

Aerodynamic

model

Doublet

Lattice

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 54

Appendix A

Aerodynamic
AK = Aerodynamic

forces

Influence Coefficients

F = -02Q[AIC] {x} or -02Q[AIC] [$] { q}

so:

MTF = -02Q [MT WC1 Ml 191 [91T[AICl[@I= A

A = generalized aerodynamic matrix 109

Flutter

stability

equation

--a2~ljj +jr{& = --a2m{@ [+D2Mm2QA+fl@=0

110

Self-Study Video Course Federal Aviation Administration

September, 1997

FlutterYAeroelastic Stability A - 55

Appendix A

Flutter
l
l

analyses

overview

l l l

Flutter stability equation Solving Interpreting results Analytical investigations Reporting the results

III

Solution
l

difficulties

Equation is inconsistent since it is only solvable for neutral stability, yet it has damping (aero and maybe structural). AIC depends on reduced frequency, k, and k depends on the flutter frequency which is unknown.

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 56

Appendix A

Artificial

damping

Add some extra artificial structural damping. Artificial damping forces are:

The main idea is that we can solve for the artificial damping that results in neutral stability, then the total system damping must be the negative of this result. -0 H{qj + (1 + igg{q} = a Qz{q)
113

Final flutter

equation

This is the standard

eigenvalue

form:

P-W~q~=~O~
where: h=(l +ig)/02
II4

Self-Study Video Course Federal ,Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 57

Appendix A

Solving
l

the flutter
altitude,

equation
choose a value

For the desired of k.

Solve for hs using an extraction algorithm. From h (complex number) get g (artificial damping) and o for each mode. Then from the assumed Plot o and g against Choose another k=boN, find V V for each mode.

l l l
115

k and repeat.

Flutter
l l
l

analyses

overview
equation

Flutter stability Solving Interpreting Analytical Reporting

results investigations the results

116

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 58

Appendix A

v-g & v-tD plots ],I

I17

Damping
(structural

criteria
included)

damping

I I
D

I I 1.15,

(I l2vD)

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 59

Appendix A

v-g & v-cl, plots

(structural damping not included)

I!~~-I F
E E d
119 , gzo.03

1m5vD (I g2v,)

Damping
(structural damping

criteria
not included)

Iii,-I F E E G
120

g=0.03 1115 (I .2v,q

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 60

Appendix A

Flutter
l l l
l

analyses

overview
equation

Flutter stability Solving Interpreting Analytical Reporting

results investigations the results

121

Analytical

investigations

Flutter stability can be very sensitive to small changes is certain parameters. Parametric investigations are necessary to understand the sensitivity of these parameters ensure adequate margin for stability.
122

and

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A-61

Appendix A

Analytical
l

investigations

Normal
-

conditions

Conditions within the flutter clearance envelope Parametric investigations of parameters about their nominal values.

Failure
-

conditions

Specific failure configurations Parametric investigations to envelope failure conditions.

123

Parametric
l

investigations
(pressurized rigidity and

Fuselage rigidity unpressurized). Wing & fuselage load. Nacelle frequency force variations. Stabilizer

near limit

and aerodynamic variations.

l
124

pitch stiffness

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 62

Appendix A

Parametric
l

investigations
to

surface inertial properties (static balance, dynamic balance) establish the service limitations.
Control

Control surface aerodynamic derivatives (normal practice 125% nominal). Automatic

- Double

is 75% to

flight controls
gains (+6 decibels)

variations

- Phase variation 125

of +/- 60 degrees.

Parametric
l

investigations
rotation stiffness

Control surface variations

-

For powered systems, hydraulic failures, actuator deterioration, disconnects, hinge failures, etc. For conventional mechanical controls, all frequencies from 0 up to 1.5 times the fixed stick frequency should be investigated as normal conditions.

126

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 63

Appendix A

Flutter
l l l l

analyses

overview
equation

Flutter stability Solving Interpreting Analytical Reporting

results investigations the results

127

Analytical
l l l l l l

investigations
general arrangement envelopes

report

Airplane Flutter Weights, Discussion Discussion Validation

clearance

fuel and payload of aerodynamic of structural of integrated

distributions (math) model (math) model

model

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A-64

Appendix A

Analytical
l

investigations

report
modes

Discussion of important and frequencies

V-g & V-o plots for nominal configurations Parametric plots for important parameter investigations V-g & V-O plots for significant failure conditions.

129

Flutter
l

analyses

summary
equation

Flutter stability

0, Solving
l

Interpreting Analytical
l

results investigations the results

Reporting

130
Self-Study Video Course Federal Aviation Administration Flutter/Aeroelastic September, 1997 Stability A - 65

Appendix A

Ground
l

vibration

tests

Objectives Test plan and conformity Test article and support Test results Other ground tests system

l l l l

132

Self-Study Video Course Federal Aviation Administration

September, 1997

FlutterIAeroelastic Stability A - 66

Appendix A

Test objectives
l

Define vibration mode frequencies, shapes and damping of aircraft. Validate mathematical model. flutter

mode

l l

Use data directly criteria. Evaluate design. Study

in simplified

modifications characteristics

to a certified such as nonlinearity.

133

Ground
l

vibration

tests

0 bjectives Test plan and conformity Test article and support Test results Other ground tests system

l l l

I34
Self-Study Video Course FederalAviation Administration September, 1997 Flutter/AeroelasticStability A - 67

Appendix A

Test plan and conformity

l l

FAA approved

test plan. witness as much of of DER.

AC0 engineer should test as possible. Test conducted Test article under

l l

supervision

must be in conformity not details. not

- Structurally complete - Weight and mass distribution,

l
13s

Equipment conformed.

and setup

usually

Ground
l l

vibration

tests

0 bjectives Test plan and conformity Test article and support Test results Other ground tests system

l l

136

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic September, 1997

Stability A - 68

Appendix A

Test support
l

system

Rigid body frequencies on support system l/2 or less of lowest elastic mode frequency. Common
Deflated Suspend cords,

methods

of support
struts e.g. bungee

tires with blocked from springs,

Soft support

such as air bags.

137

Test article
l

Airplane configuration according FAA-approved test plan. Include Control

-

to

l l

all equipment surfaces

of mass.

Faired to primary Fixed or free Power on.

surface

Investigate

flaps down configuration.

138
Self-Study Video Course FederalAviation Administration Flutter/AeroelasticStability A - 69

September, 1997

Appendix A

Test equipment
l

Electromagnetic
- Wide frequency - Force applied - Harmonic,

exciter
range through

most common
drive rod

transient

or iandom feedback

force input control

- Force or amplitude
l l

Accelerometers Data system

- Time history
139

used to measure
recorder domain analysis

amplitude

- Frequency

Test procedures
l

Resonance decay

dwell and damping

- Hand shake - Sinusoidal exciting shaker

l l

force with
sweep

Modes

identified

from frequency

Roving and/or distributed accelerometers map out mode shapes and node lines

140

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 70

Appendix A

Resonance

dwell

and decay

141

Test
l

procedures
and damping decay

Resonance

dwell

Modes -

identified

from frequency

sweep may

Force away from node line - at extremity More than one shaker/position ,be used

- More than one reference may be used

l

acceleration
map

Roving and/or distributed accelerometers out mode shapes and node lines

I42

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A-71

Appendix A

Vibration
reference amplitude

frequency
mode 1

sweep

frequency,

f, Hz

143

lest
l l

procedures
dwell and damping from frequency decay sweep

Resonance Modes

identified

Roving and/or distributed accelerometers map out mode shapes and node lines

144

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 72

Appendix A

Wing vibration
n u h\ u

mode shapes
n V .

bending node line

Ground

vibration

test video

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic September, 1997

Stability A - 73

Appendix A

Ground
l l l

vibration

tests

0 bjectives Test plan and conformity Test article and support Test results Other ground tests system

I41

Modes normally
l l l l l
l l

encountered
bending, torsion bending torsion bending

Wing vertical Fuselage Fuselage Fuselage

and chordwise

torsion,

stab antisymm

side bending, vet-t bending,

fin bending, stab symm

Stab pitch, yaw and torsion Nacelle, Control external surface store modes and system modes

14a
Self-Study Video Course FederalAviation Administration Flutter/AeroelasticStability A - 74

September, 1997

Appendix A

Use of data to show compliance

l l l l l

DER recommend Validation Directly Directly

approval modes

of vibration

with Report 45 criteria in flutter analyses

Demonstrate before and after modification (always accompanied with analyses)

149

Ground
l l l l

vibration

tests

Objectives Test plan and conformity Test article and support Test results Other ground tests system

150

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 75

Appendix A

Other types of ground

l

tests

Control surface properties Control surface

and tab mass and tab freeplay stiffness . by FAA &

l l

Control system damping test Stiffness test

l l
151

Other required \

Control

surface .

mass

&e-I
CG: I =(R/W)xL

B_ I
I, = wLQ/4p2fzL)-l]

Details 152
Self-Study Video Course FederalAviation Administration

given in Report 45

September, 1997

Flutter/AeroelasticStability A - 76

Appendix A

Control

surface and tab freeplay

ent

Is3

GVT Summary
l

Objectives Test plan and conformity system

y Test article and support

l l

Test results Other ground tests

IS4

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 77

Appendix A

win

Tests dT unnel

155

Wind
l

tunnel
similarity

tests

Purposes Dynamic

l l

Instrumentation techniques

and testing and

Tunnel investigations f parametric variations model video

9 Flutter

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 78

Appendix A

Validation
l

of flutter

analyses

Validate (or calibrate) analysis for a few configurations - compliance made by computer analysis. Confirm Visual flutter study speed of flutter effects. with airspeed (flight test). boundary. modes - video.

l l l l
IS7

Compressibility Damping trends

Support in showing
l l

analyses compliance
flutter margins

Determine

Full span, asymmetric configurations such as failures and adverse conditions

158

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 79

Appendix A

Complex configurations special effects

l

88

Test configurations difficult to analyze, e.g. control surfaces, t-tails and whirl flutter Investigations, e.g. effect of angle of attack on flutter speed

159

Wind tunnel, tests

l
l

Purposes Dynamic similarity and testing and

Instrumentation techniques

Tunnel investigations parametric variations Flutter model video

l
160

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic September, 1997

Stability A - 80

Appendiw A

Model scale factors

l

Length
- Tunnel

(L,IL,)
width / airplane wing span

Velocity
- Tunnel

(V,/ V,)
or

speed / airplane design speed, - Mm/Ma = 1 for high speed testing

(Pm/Pa)

Density

- Wind tunnel / airplane speed and Mach No.

161

altitude

at critical

Dynamic
l

similarity

For similar aerodynamic loading, inertia, elastic, viscous and gravitational forces must act in same relationship in the tunnel... 0 . ..these quantities would have to be matched between airplane and model:
Mach number Reynolds number Froude number.

162

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A- 81

Appendix A

Wind tunnel
l l

tests

Purpose Dynamic similarity and testing and

Instrumentation techniques

Tunnel investigations parametric variations Flutter model video

l
163

Instrumentation and testing techniques

l l l l

Model flown

similar to flight flutter test slowly

Flutter speed approached

Model excited by various means Damping and frequency of various modes tracked using model instrumentation Flutter speeds are often reached, sometimes leading to catastrophic resu Its
Flutter/AeroelasticStability A - 82

I64

Self-Study Video Course FederalAviation Administration

September, 1997

Appendix A

Wind tunnel
l l l

tests
. and testing and

Purpose Dynamic similarity

Instrumentation techniques

Tunnel investigations parametric variations Flutter model video

l
165

Wing flutter
Flutter Speed \A

speed vs fuel

I
0
166

25

I
50

I
75

I
100

Wing Fuel
Self-Study Video Course FederalAviation Administration Flutter/AeroelasticStability A - 83

September, 1997

Appendix A

Wing flutter speed vs nacelle strut stiffness

Flutter Speed Jccl nominal 1 short body

long body

I I I I 0.8 0.9 1.0 1.1 1.2 Vertical Frequency Ratio

167

T-tail flutter anhedral

Flutter Speed

speed.vs angle
;. OEW Full, aft cg

f
I I I I I 0 0.5 1.0 1.5 ?.O An hedral Angle Ratio
166

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 84

Appendix A

Wind tunnel
l l l

tests

Purpose Dynamic similarity and testing and

Instrumentation techniques

Tunnel investigations parametric variations Flutter model video

169

Wind tunnel

test video

170

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A - 85

Appendix A

Wind tunnel
l

tests summary
similarity and testing and

Purposes Dynamic

l l

Instrumentation techniques

Tunnel investigations parametric variations Flutter model video

l
171

I72

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 86

Appendix A

Flight flutter
l l

tests
and

Purpose Test Article conformity) Instrumentation techniques Flight investigations conditions How results (configurations and testing and test

l
173

are used for compliance

Flight flutter
l

tests

Purpose

174

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 87

Appendix A

Purpose
l

Demonstrate airplane is free from flutter & vibration throughout V&M,, envelope Confirm flutter analyses Demonstrate failures/adverse conditions to V,,/M,, Investigate
- e.g. control

l l

other phenomena
surface buzz

17s

Flight
l l

flutter

tests
and

Purpose
Test article conformity) (configurations

176

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 88

Appendix A

Configuration
l

and conformity

l l

Airplane must be in conformity per FAA approved test plan Flutter critical payloads and fuel loading Automatic flight control systems
- Autopilot, device yaw damper, load alleviation

Other flutter critical parameters - Control surface mass balance and freeplay Minimum crew - hazardous test (No FAA pilots or engineers)

177

Flight flutter
l l

tests

Purpose Test article conformity) Instrumentation (configurations and testing and techniques

178

Self-Study Video Course FederalAviation Administration

September, 1997

Flutter/AeroelasticStability A - 89

Appendix A

Airplane
l l

instrumentation
flight test isunacceptable & distribution to of critical flutter modes band

Uninstrumented Sufficient quantity identify amplitude Sufficiently Monitor

l l l

wide frequency

in real time (recording/telemetry) double integrated

Relative displacements from. accelerometers Control surface positions

l
179

measured

Airplane
0 vertical 0 lateral

instrumentdion

Self-Study Video Course FederalAviation Administration

September, 1997

FlutterlAeroelasticStability A - 90

Appendix A

Methods
l

of exciting

the airframe

FAR 23.629(b) Flight flutter tests must be made......and to show that (1) Proper and adequate attempts to induce flutter have been made within the speed range up to V, (V,, for transport airplanes).

181

Methods
l l l l l

of exciting

the airframe

Abrupt control surface input (kick) Kicks always required Elevator - symmetric Ailerons and rudder - antisymmetric Suitable for low frequency wing modes
amplitude

182

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Appendix A

Methods
l l

of exciting

the airframe

l l

Control sutface sweep Usually electronically with sine wave generator Broad frequency range Limited by frequency response of control system

Methods
l l l l

of exciting

the airframe

External airfoil vane Also driven by sine wave generator Used for high frequencies (to 25Hz) Not limited by frequency response of control system Vane must be flutter free
primary surface

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September, 1997

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Appendix A

Methods
l

of exciting
methods

the airframe

Other

of excitation

- Inertial rotating mass - Explosive impulse (bonkers) - Turbulence in the air

Test procedure
l

Test at constant altitude beginning at slow speed, incrementally increasing to V, . At each speed, excite airplane and measure frequency and damping of flutter modes. Clearance acceptable Configuration test. given to higher speed once damping trends established. held constant throughout

186

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Appendix A

Frequency & damping measurement

g = (l/N log y1/

Yt time

T= l/f

Frequency & damping measurement

Self-Study Video Course FederalAviation Administration

September, 1997

FlutterIAeroelasticStability A - 94

Appendix A

Frequency & damping measurement

frequency,

f L

0000 x xxxxx
1111II

OO

I
VD

189

1.2&,

speed

Flight
l

flutter

tests

Purpose Test Article conformity) Instrumentation Flight investigations (configurations and testing and techniques

and test conditions

190

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Flutter/Aeroelastic Stability A - 95

Appendix A

Test conditions
l

Test at high altitude td M,, (minimum dynamic pressure, Test at low altitude (maximum q) to V,,

q)

Test at middle altitude to V,, / M,, (maximum q and critical Mach No.) Some modes are critical at high altitude (e.g. control sutface flutter)

191

Test conditions
control surface mode

Altitude.

Airspeed?
192

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FlutterIAeroelastic Stability A - 96

Appendix A

Fligtit
l l l

test investigations
requirements of systems and e.g. AOA and load

Regulatory Interaction structures

Payload and fuel loading

Flight conditions, factor

Flight test of failures and adverse conditions not imposed by FAA

193

Flight flutter
l l

tests
and

Purpose Test Article conformity) Instrumentation techniques Flight investigations conditions How results (configurations and testing and test

are used for compliance

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September, 1997

Flutter/Aeroelastic Stability A-97

Appendix A

Compliance
l l l l l l

program

FAA approved Witnessing DER should

test plan of test by instrumentation supervise conduct of test of data

DER recommend

approval

Summary submitted Complete

for TIA before TC

test reportsubmitted

Flight flutter

I%

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FlutWAeroelastic September, 1997

Stability A-98

Appendix A

Flight flutter
l l

tests summary
and

Purpose Test Article (configurations conformity) Instrumentation techniques and testing and test

Flight investigations conditions

How results are used for compliance

In

What affects aeroelastic stability?

Changes Modifications Repairs .

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September, 1997

Flutter/Aeroelastic Stability A-99

Appendix A

Categories
l l l l

of changes
changes

Mass or inertial Structural Aerodynamic System

changes changes

changes

199

Inertial
l l

changes
(mass & cg)

Engine/Nacelle

Fuel tank capacities (usage schedules, or activation of dry bays) Wing mounted external fuel tanks.

l l

Significant changes (cargo conversions)

to payload

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Appendix A

Inertial
l

changes
of

Painting and repairing control surfaces

Installation of mass items on main surfaces (logo or navigation lights, etc) Winglets

Aerodynamic
l

changes

Nacelle configuration (quite nacelle modifications) Wing tip modifications Winglets

l l

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Flutter/Aeroelastic Stability A- 101

Appendix A

Structural
a Fuselage

changes
aft

cut outs (especially fuselage cut outs for cargo conversions)

a Wing leading edge cut outs

(weather radar, landing lights, etc.)

a Extended

fuselages

(plugs)

a Cargo floors

Automatic
l l

controls
or yaw dampers.

New.autopilots

Changes to autopilot or yawdamper gains and phases. Changes to control laws:

- Automatic - Active flight controls systems systems. - Wing load alleviation flutter

suppression

104
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Appendix A

Asse,ssing
l

changes

Structural changes - Vibration analysis plus before-and-after Ground Vibration tests. Flight Flutter tests are necessary if there is a significant effect on aeroelastic modes. For simple airplanes and simple changes NACA Report 685 might be useful. A complete flutter substantiation is often necessary. program

205

Typical

curve from NACA 685

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September, 1997

Flutter/Aeroelastic Stability A- 103

Appendix A

Typical

curve from NACA 685

&=O
&= 0.1

y/ h%

k$,

&=

0.2

207

Summary -.
l l l l l

Mass or inertial Structural Aerodynamic System Assessing

changes

changes changes

changes changes

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September, 1997

Flutter/Aeroelastic Stability A- 104

Appendix A

What affects flutter? \ /

st about erything!

a.
Flutter prevention

Detail design Service information

110

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FlutWAeroelastic September, 1997

Stability A- 105

Appendix A

Flutter

prevention

Two areas of primary importance to achieve and maintain freedom from flutter:
l

Maintain mass balance of control surfaces. Maintain sufficient rigidity of irreversible control surfaces.

Static balance
l l

Static moment about a single axis. A plunging motion of the axis will induce no rotation about the axis if the static balance is zero. The static balance can be measured directly in the laboratory by balancing the surface about the hingeline.

112
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Appendix A

Static balance
Static moment
CG --

/l

hinge line

111

Why balance

is important

curves I-5 show the effect of increasing

114

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Stability A- 107

Appendix A

Dynamic
l

balance

Acceleration about one axis produces an inertial moment about another axis if the dynamic balance is not zero. The axes can be parallel or perpendicular (or any angle in between).

Dynamic balance parallel axes .....i.-+.:,,;:::: yTyT*, :..

4!p=Ji1(Q+J =O s,=-../h To
II6

dynamically

balance

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September, 1997

Flutter/Aeroelastic Stability A- 108

Appendix A a

Dynamic balance perpendicular axes

torsion axis

Ihinge
Control
l l

line

of mass balance

Prescribe limits for static moment or arm. Prescribe specific surface rebalance instructions after repair, including precise locations to add weights. Provide drainage holes in surfaces to minimize accumulation of water and ice.
Provide adequate margin for possible ice

and water accumulation.

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September, 1997

Flutter/AeroelasticStability A- 109

Appendix A

Flutter

prevention
to achieve of

Two areas of primary importance

and maintain freedom from flutter:

l

Maintain mass balance control surfaces.

Maintain rigidity of irreversible control surfaces.

Conventional

control

stiffness

Speed

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September, I997

FlutterIAeroelastic Stability A- 110

Appendix A

Irreversible

control

stiffness

main surface

mode

Speed

Maintaining (irreversible
l

rigidity controls)
is maintained actuators. to cover failure with

Control surface rigidity the powered hydraulic Mass balance cases. needed

Triple actuators or advanced dual actuators in lieu of providing balance weights. Tab is restrained by dual tab rods (both small and transport airplanes).

a22
Self-Study Video Course FederalAviation Administration Flutter/AeroelasticStability A- 111

September,1997

Appendix A

Control of rigidity (powered systems)

l l l

Loss of stiffness Consider

- extremely

improbable. failures.

single and multiple

Provide senrice checks and/or full time monitors for actuator health. Typical advanced actuator designs may use dual seals, inlet check valves, dual springs on compensator, etc.

Free play
l

Rigidity or stiffness of irreversible control surfaces and tabs can be compromised by free play. Free play must be controlled throughout the life of the airplane.

224

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Flutter/Aeroelastic Stability A- 112

Appendix A

Effect of free play

desired stiffness

tive stiffness

..

. ..

Displacement

Free play limits (control surfaces)

Centerline

(2%) All-movable

(1%) control surfaces,

(<0.25%) 0.034 degrees

Ref: Mil-A-8870
U6

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September, 1997

FlutWAeroelastic Stability A- 113

Appendix A

Free play limits

(tabs) .

If I& < .35 then 1.15 degrees If I& >= .35 then 0.57 degrees
2.27

(2 percent) (1 percent)

Control
l

of free play

Provide service manual limits on free play. Provide periodic checks of free Play
l

Provide detailed instructions how to measure free play.

on

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability A- 114

Appendix A

Flutter

prevention

summary

Two areas of primary importance to achieve and maintain freedom from flutter:
l

Maintain mass balance control surfaces.

of

Maintain sufficient rigidity of irreversible control surfaces.

al9

no
Self-Study Video Course Federal Aviation Administration September, 1997 Flutter/Aeroelastic Stability A- 115

Appendix A

Main referenced
l

texts

Bisplinghoff, R.L. and Ashley, H.; Principles of Aeroelasticity, Dover Publications, Inc. 1962. Scanlan, R.H. and Rosenbaum, R.; Introduction to the Study of Aircraft Vibration and Flutter, The Macmillian Co., 1962. Fung, Y.C.; An Introduction to the Theory of Aeroelasticity, Dover Publications, Inc. 1969.

UI

Standard
l

analytical

tools

MSCINASTRAN, The MacNealSchwendler Corporation. NACA Report Flutter. 685, Mechanism Flutter of

Report 45, Simplified Criteria.

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September, 1997

Flutter/Aeroelastic Stability A- 116

Appendix A

Training
l

courses

University level class in Structural Dynamics University level class in Aeroelasticity University of Cincinnati Modal Analysis course FAA Seminars

Training
l

activities

Take advantages of opportunities to witness or observe ground vibration tests and wind tunnel model tests.

.. Review analyses and test reports and ask questions of the specialists and DERs.

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September, 1997

Flutter/Aeroelastic Stability A- 117

Appendix A

What you have learned

l l l l

What aeroelastic Regulatory Acceptable

instabilities

are

requirements means of compliance

What affects flutter and flutter prevention Avenues of further study and development

235

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September, 1997

Flutter/Aeroelastic Stability A- 118

Appendix B

FAR Parts for FluttedAeroelastic

Appendix B

Stability

FAR 23 Requirements
23.629 23.25 1 23.659 23.677

related to flutter and aeroelastic stability

Flutter Vibration and buffeting Mass balance Trim systems - paragraph (c)

FAR 25 Requirements
25.629 25.25 1 25.343 25.677

related to flutter and aeroelastic stability

Aeroelastic Stability Requirements Vibration and buffeting Design fuel and oil loads -- paragraph (b)(3) Trim Systems - paragraphs (c) and (d)

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability B

Appendix B
FAR 23 Requirements
9 23.629 Flutter. (a) It must be shown by the methods of paragraph (b) and either paragraph (c) or (d) of this section, that the airplane isfree from flutter, control reversal, and divergence for any condition of operation within the limit V-n envelope and at all speeds up to the speed specified for the selected method. In addition(1) Adequate tolerances must be established for quantities which affect flutter; including speed, damping, mass balance, and control system stiffness; and (2) The natural frequencies of main structural components must be determined by vibration tests or other approved methods. Flight flutter tests must be made to show that the airplane is free from flutter, control reversal and divergence and to show that(1) Proper and adequate attempts to induce flutter have been made within the speed range up to Vn; (2) The vibratory response of the structure during the test indicates freedom from flutter; (3) A proper margin of damping exists at V,; and (4) There is no large and rapid reduction in damping as V, is approached.

Related to Flutter and Aeroelastic

Stability

(c) Any rational analysis used to predict freedom from flutter, control reversal and divergence must cover all speeds up to 1.2 v,. (d) Compliance with the rigidity and mass balance criteria (pages 4-12), in Airframe and Equipment Engineering Report No. 45 (as corrected) Simplified Flutter Prevention Criteria (published by the Federal Aviation Administration) may be accomplished to show that the airplane is free from flutter, control reversal, or divergence if(1) V&ID for the airplane is less than 260 knots (EAS) and less than Mach 0.5, (2) The wing and aileron flutter prevention criteria, as represented by the wing torsional stifiess and aileron balance criteria, are limited in use to airplanes without large mass concentrations (such as engines, floats, or fuel tanks in outer wing panels) along the wing span, and (3) The airplane(i) Does not have a T-tail or other unconventional tail configurations; (ii) Does not have unusual mass distributions or other unconventional design features that affect the applicability of the criteria, and (iii) Has fixed-fin and fixed-stabilizer surfaces.
Flutter/Aeroelastic Stability B-l

Self-Study Video Course Federal Aviation Administration

September, 1997

Appendix B
(e) For turbopropeller-powered airplanes, the dynamic evaluation must include(1) Whirl mode degree of freedom which takes into account the stability of the plane of rotation of the propeller and significant elastic, inertial, and aerodynamic forces, and Propeller, engine, engine mount, and stiffhess and damping airplane structure variations appropriate to the particular configuration.
(2)

with the extent of damage for which residual strength is demonstrated. (i) For modifications to the type design that could affect the flutter characteristics, compliance with paragraph (a) of this section must be shown, except that analysis based on previously approved data may be used alone to show freedom from flutter, control reversal and divergence, for all speeds up to the speed specified for the selected method. (Amdt. 23-7, Ef!f. g/14/69); (Amdt. 2323, Eff. 12/l/78); (Amdt. 23-31, Eff. U/28/84); (Amdt. 23-45, Eff. y/7/93); (Amdt. 23-48, Eff. 3/l l/96)

(r) Freedom from flutter, control reversal, and divergence up to V&n be shown as follows:

must

(1) For airplanes that meet the criteria of paragraphs (d)( 1) through (d)(3) of this section, after the failure, malfunction, or disconnection of any single element in any tab control system. (2) For airplanes other than those described in paragraph (f)( 1) of this section, after the failure, maltiction, or disconnection of any single element in the primary flight control system, any tab control system, or any flutter damper. (g) For airplanes showing compliance with the fail-safe criteria of $5 23.571 and 23.572, the airplane must be shown by analysis to be fkee from flutter up to V&ID after fatigue failure, or obvious partial failure, of a principal structural element. (h) For airplanes showing compliance with the damage tolerance criteria of 6 23.573, the airplane must be shown by analysis to be free from flutter up to VfiD
Self-Study Video Course Federal Aviation Administrgtion

5 23.251 Vibration

and buffeting.

There must be no vibration or buffeting severe enough to result in structural damage, and each part of the airplane must be free from excessive vibration, under any appropriate speed and power conditions up to Vr,/MD. In addition, there must be no buffeting in any normal flight condition severe enough to interfere with the satisfactory control of the airplane or cause excessive fatigue to the flight crew. Stall warning buffeting within these limits is allowable. (Amdt. 23-45, Eff. 917193)

September, 1997

Flutter/Aeroelastic Stability B-l

Appendix B
0 23.659 Mass balance. The supporting structure and the attachment of concentrated mass balance weights used on control surfaces must be designed for(a) 24 g normal to the plane of the j control surface; (b) 12 g fore and aft; and (c) 12 g parallel to the hinge line. (b) Trimming devices must be designed so that, when any one connecting or transmitting element in the primary flight control system fails, adequate control for safe flight and landing is available with(1) For single-engine airplanes, the longitudinal trimming devices; or (2) For multiengine airplanes, the longitudinal and directional trimming devices. (c) Tab controls must be irreversible unless the tab is properly balanced and has no ullsafe flutter characteristics. Irreversible tab systemsmust have adequate rigidity and reliability in the portion of the system from the tab to the attachment of the irreversible unit to the airplane structure. (d) It must be demonstrated that the airplane is safely controllable and that the pilot can perform all maneuvers and operations necessary to effect a safe landing following any probable powered trim system runaway that reasonably might be expected in service, allowing for appropriate time delay after pilot recognition of the trim system runaway. The demonstration must be conducted at critical airplane weights and
center of gravity positions.

Q23.677 Trim systems. (a) Proper precautions must be taken to prevent inadvertent, improper, or abrupt trim tab operation. There must be means near the trim control to indicate to the pilot the direction of trim control movement relative to airplane motion. In addition, there must be means to indicate to the pilot the position of the trim device with respect to both the range of adjustment and, in the case of lateral and directional trim, the neutral position. This means must be visible to the pilot and must be located and designed to
prevent confixion. The pitch trim indicator

must be clearly marked with a position or range within which it has been demonstrated that take-off is safe for all center of gravity positions and each flap position approved for takeoff.

(Amdt. 23-7, Eff. 9/14/69); (Amdt. 2334, Eff. 2117187); (Amdt. 23-42, Eff. 214191); (Amdt. 23-49, Eff. 3/l l/96)

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability B-2

: -

Appendix B
FAR 25 Requirements Q 25.629 Aeroelastic stability requirements. (a) General. The aeroelastic stability evaluations required under this section include flutter, divergence, control reversal and any undue loss of stability and control as a result of structural deformation. The aeroelastic evaluation must include whirl modes associated with any propeller or rotating device that contributes significant dynamic forces. Compliance with this section must be shown by analyses, wind tunnel tests, ground vibration tests, flight tests, or other means found necessary by the Administrator. (b) Aeroelastic stability envelopes. The airplane must be designed to be free from aeroelastic instability for all configurations and design conditions within the aeroelastic stability envelopes as follows: (1) For normal conditions without failures, malfunctions, or adverse conditions, all combinations of altitudes and speeds encompassed by the V&-, versus altitude
envelope enlarged at all points by an

Related

to Flutter

and Aeroelastic

Stability

(2) For the conditions described in 3 25.659(d) below, for all approved altitudes, any airspeed up to the greater airspeed defmed by;
25.335(b);

(i) The Vn/MD envelope detexmined by $ or,

(ii) An altitude-airspeed envelope defined by a 15 percent increase in equivalerit airspeed above V, at constant altitude, fkom sea level to the altitude of the intersection of 1.15 Vc with the extension of the constant cruise Mach number line, &, then a linear variation in equivalent airspeed to & + .05 at the altitude of the lowest V,/M, intersection; then, at higher altitudes, up to the maximum flight altitude, the boundary defined by a .05 Mach increase in & at constant altitude. (c) Balance weights. If concentrated balance weights are used, their effectiveness and strength, including supporting structure, must be substantiated. (d) Failures, malfinctions, and adverse conditions. The failures, malfunctions, and adverse conditions which must be considered in showing compliance with this section are: (1) Any critical fuel loading conditions, not shown to be extremely improbable, which may result from mismanagement of fuel.

increase of 15 percent in equivalent airspeed at both constant Mach number and constant altitude. In addition, a proper margin of stability must exist at all speeds up to Vo/MD and, there must be no large and rapid reduction in stability as VflD is approached. The enlarged envelope may be
limited to Mach 1 .O when MD is less than 1 .O at all design altitudes, and

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic Stability
September, 1997 B-l

Appendix B
(2) Any single failure in any flutter damper system. (3) For airplanes not approved for . operation in icing conditions, the maximum likely ice accumulation expected as a result of an inadvertent encounter. (4) Failure of any single element of the structure supporting any engine, independently mounted propeller shaft, large auxiliary power unit, or large externally mounted aerodynamic body (such as an external fuel tank). (5) For airplanes with engines that have propellers or large rotating devices capable of significant dynamic forces, any single failure of the engine structure that would reduce the rigidity of the rotational axis. (6) The absence of aerodynamic or gyroscopic forces resulting from the most adverse combination of feathered propellers or other rotating devices capable of significant dynamic forces. In addition, the
effect of a single feathered propeller or rotating device must be coupled with the (i) the structural element could not fail

due to discrete source damage resulting from the conditions described in 6 25.571(e), and; (ii) a damage tolerance investigation in accordance with 6 25.571(b) shows that the maximum extent of damage assumed for the purpose of residual strength evaluation does not involve complete failure of the structural element.
(9) Any damage, failure, or malfunction

considered under $0 25.631,25.671,25.672, and 25.1309. (10) Any other combination of failures, malfunctions, or adverse conditions not shown to be extremely improbable.
(e) FZightjZutter testing. Full scale flight flutter tests at speeds up to VDFh40F must be conducted for new type designs and for

modifications to a type design unless the modifications have been shown to have an insignificant effect on the aeroelastic
stability. These tests must demonstrate that

failures of paragraphs (d)(4) and (d)(5) of this section.

(7) Any single propeller or rotating

the airplane has a proper margin of damping at all speeds up to VDF/MDF, and that there is no large and rapid reduction in damping as VDF/MDFis approached. If a failure,
malfunction, or adverse condition is simulated during flight test in showing compliance with paragraph (d) of this

device capable of significant dynamic forces rotating at the highest likely overspeed. (8) Any damage or failure condition, required or selected for investigation by 6 25.571. The single structural failures described in paragraphs (d)(4) and (d)(5) of
this section need not be considered in showing compliance with this section if:

section, the maximum speed investigated need not exceed VFC/MFCif it is shown, by correlation of the flight test data with other test data or analyses, that the airplane is free from any aeroelastic instability at all speeds
within the altitude-airspeed envelope described in paragraph (b)(2) of this section.

Self-Study Video Course Federal Aviation Administration

September, 1997

FlutterIAeroelastic Stability B-l

Appendix B
(Amdt. 25-23, Eff. 5/8/70); (Amdt. 2545, Eff. 12/l/78); (Amdt. 2546, Eff. 12/l/78); (Amdt. 25-72, Eff. 8120190); -(Amdt. 25-77, Eff. 7/29/92) greater than 25,000 feet, the positive maneuvering load factors at which the onset of perceptible buffeting occurs must be determined with the airplane in the cruise configuration for the ranges of airspeed or Mach number, weight, and altitude for which the airplane is to be certificated. The envelopes of load factor, speed, altitude, and weight must provide a sufficient range of speeds and load factors for normal operations. Probable inadvertent excursions beyond.the boundaries of the buffet onset envelopes may not result in unsafe conditions. (Amdt. 25-23, Eff. 5/8/lO); (Amdt. 25-72, Eff. 8/20/90); (Amdt. 25-77, Eff. 7/29/92)

9 25.251 Vibration

and buffeting.

(a) The airplane must be demonstrated in flight to be free from any vibration and buffeting that would prevent continued safe flight in any likely operating condition. (b) Each part of the airplane must be demonstrated in flight to be free from excessive vibration under any appropriate speed and power conditions up to VDFh4nF. The maximum speeds shown must be used in establishing the operating limitations of the airplane in accordance with $25.1505. (c) Except as provided in paragraph (d) of this section, there may be no buffeting condition, in normal flight, including
configuration changes during cruise, severe enough to interfere with the control of the

6 25.343 Design fuel and oil loads.

(a) The disposable load combinations must include each fuel and oil load in the range from zero fuel and oil to the selected
maximum fuel and oil load. A structural reserve fuel condition, not exceeding 45

airplane, to cause excessive fatigue to the crew, or to cause structural damage. Stall
warning buffeting within these limits is

minutes of fuel under the operating conditions in $25.1001 (e) and (f), as applicable, may be selected. (b) If a structural reserve fuel condition is selected, it must be used as the minimum fuel weight condition for showing compliance with the flight load requirements as prescribed in this subpart. In addition(1) The structure must be designed for a
condition of zero fuel and oil in the wing at limit loads corresponding to-

allowable. (d) There may be no perceptible buffeting condition in the cruise configuration in straight flight at any speed up to V&h4~o, except that stall warning buffeting is allowable.
(e) For an airplane with MD greater than

.6 or with a maximum operating altitude

Self-Study Video Course Federal Aviation Administration Flutter/Aeroelastic Stability B-2

September, 1997

Appendix B
(i) A maneuvering load factor of +2.25; and
(ii) The gust conditions of 6 25.341(a); .but assuming 85% of the design velocities prescribed in 8 25.341 (a)(4).

to operate in the plane, and with the sense of motion, of the airplane. (b) There must be means adjacent to the trim control to indicate the direction of the control movement relative to the airplane motion. In addition, there must be clearly visible means to indicate the position of the trim device with respect to the range of adjustment. (c) Trim control systems must be designed to prevent creeping in flight. Trim tab controls must be irreversible unless the tab is appropriately balanced and shown to be free from flutter. (d) If an irreversible tab control system is used, the p&t from the tab to the attachment of the irreversible unit to the airplane structure must consist of a rigid connection. (Amdt. 25-23, Eff. 5/8/70)

(2) Fatigue evaluation of the structure must account for any increase in operating stressesresulting from the design condition of paragraph(b)( 1) of this section; and (3) The flutter, deformation, and vibration requirements must also be met with zero fuel. (Amdk 25-18, Eff. 9/29/68); (Amdt 2572, Eff. 8/20/90); (Amdt. 25-86, Eff. 3/ 1l/96)

tj 25.677 Trim

systems.

(a) Trim controls must be designed to prevent inadvertent or abrupt operation and

Self-Study Video Course Federal Aviation Administration

September, 1997

FlutterlAeroelastic Stability B-3

Appendix C

Aeroelastic Instability

Definitions

Compiled and Edited by Gerry Lakin and-Jim Haynes Appendix C

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability C

Appendix C

Many of these definitions were published in the Federal Register, Vol. 54, No. 176, September 12, 1989 Flutter:

An unstable self-excited structural oscillation at a definite frequency where energy is extracted from the airstream by the motion of the structure. The deformation and motion of the structure result in forces on the structure that tend to m&&in or athe motion. Flutter in which the aerodynamic and gyroscopic forces associated with rotations and displacements in the plane of a propeller or large turbofan play an important role. The displacement modes associated with whirl flutter are often called whirl modes.
flutter: cycle flutter: Flutter in which the amplitude is limited to a constant level,

Whirl

Limit

usually brought about by non-linearities in the system.

Aileron

buzz: A situation in which the motion of a standing shock on the aileron

creates hinge moments that move the aileron, which in return causes the shock to displace. This high frequency coupling is always limited in
amplitude.

Self-Study Video Course Federal Aviation Administration

September, 1997

FlutterIAeroelastic Stability C-l

Appendix C
Divergence: A static instability

at a speed where the aerodynamic forces resulting from the deformation of the structure exceed the elastic restoring forces resulting from the same deformation.

Control Reversal:

A condition in which the intended effects of displacing a given component of the control system are completely overcome by the aeroelastic effects of structural deformation, resulting in reversed command at higher speeds.

c-

Deformation

The loss of airplane static or dynamic stability and control resulting from the aeroelastic effects of structural deformation.
Instability: Buffeting: Irregular oscillations of the structure resulting from turbulent flow.

Classical buffeting occurs wherrone part of the aircraft is situated in or near the wake from some other part of the aircraft. Buffeting is NOT an instab&.

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic September, 1997

Stability c-2

Appendix D

Flutter Analysis
by Gerry Lakin and Jim Haynes Appendix D

Self-Study Video Course Federal Aviation Administration

September, 1991

Flutter/Aeroelastic Stability D

Appendix D 0 A. Developing the flutter

-

stability

equation
by

1. The mathematical model. the following equation.

The structural dynamic system can be represented .

Assume that the vibration has a constant amplitude and is sinusoidal (harmonic motion).

-o~'[M]{x}

+[K]{x}

= {F}

The matrix {x} above represents the displacement degrees of freedom in the model. This mathematical model may have thousands of degrees of freedom. In actual practice, the system is represented as a sfnrctural dynamic model to represent the structure and mass and an aerodynamic model to represent the aerodynamic forces.

2. Structural

in a finite element program to represent the structure, mass of the airframe. Usually a stick model representing the elastic axes, along with lumped masses to represent
dynamic model. inertial model properties, is sufficient to represent even very complex airplanes. This is refined and validated using the results of ground vibration test testing.

A structural dynamic model (Figure 1) is developed

Figure

1 - Structural

dynamic

model

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability D-l

Appendix D
3. Selecting structural modes. The large structural dynamic model is first solved for the structural vibration modes without any aerodynamic forces.

There are as many structural vibration modes as there are degrees of freedom in the model, however the very high frequency modes are not significant for flutter and are not reliable. Select a set of the lower frequencies and mode shapes to represent the behavior of the airplane (common practice is to use the first 20-30 modes, or up to 35-40 Hz). These modes are put into a modal matrix [@I, each column of which represents the relative displacement state of the model in one of the modes. 4. Superposition of modes and generalized coordinates. When the airplane moves through the air, it is a different dynamic system than on the ground. The air moving past the airplane actually adds effective mass, damping forces and spring forces to the structure. Therefore, the aeroelastic modes are not the same in flight and, in fact, are different for each airspeed and altitude. Assume that the flutter modes (when moving through the air) consist of a linear superposition of the selected structural modes that were derived from the structural dynamic model.

The new unknown scalar variables, qi, are the proportions of each structural mode contained in the flutter mode. They are called the aeneralized coorm. Substitute the generalized coordinates for {x}.

--o r~1[~1G?~

+ rKlPlw

= {W

Multiply through from the left by the transpose of the modal matrix [a].

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic September, 1997

Stability D-2

Appendix D
Define the following terms: aq[MpD] = M

= generalized mass

aqT[K][a?] = K = generalized stiffness

Substituting this nomenclature results in:

--o 2M{q}

+ K(q)

= [@3[F]

5. Including structural damping. Structural damping is proportional to the spring force but 90 degrees out of phase. For example, consider a simple single degree spring mass system with the structural damping included in the spring itself:

ikh+igfi+Kx=O .th + (1 + ig)fi = 0 AhI + KlX = 0, where K, is complex

D=igKx

Structural damping could be ignored for now and a global structural dampinq considered when plotting the final results. (AC23.629-1A or Method 1 of AC25.6291). Or.. The structural damping that is measured for each mode in the ground vibration test can be included directly in the generalized stiffness matrix. The generalized equation would still be the same form except that the coefficients of the generalized stiffness matrix would be complex numbers. In actual practice this involves multiplying the diagonal elements of the generalized stiffness matrix by l+igi for each mode. Assume for now that the structural damping measured for each mode has been incorporated into the stiffness matrix. The equation still looks the same even though the stiffness matrix includes damping and is complex.

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability D-3

Appendix D
6. Unsteady aerodynamics and reduced frequency. When an aerodynamic surface oscillates in the airstream, the aerodynamic forces lag behind the displacement. For very low frequency oscillations, the forces approach those normally encountered in steady aerodynamics. However, for higher frequency oscillations, the phase lag can be quite significant. The phase depends on a dimensionless number called the reduced frequency, k:

bo k =-

where o is the frequency (rad/sec), 6 is a reference dimension, and V is the velocity of the air-stream. 7. Developing the aerodynamic forces. Two aerodynamic for flutter analyses are strip theory and doublet lattice. theories commonly used

Figure

2 - St&p theory

FigWe

3 - Doublet

lattice

Strip theory is the older method and is limited to higher aspect ratio airplanes. lt is the simpler model to employ and is easier to adjust and fine tune to match test results. The doublet lattice method is the newer, more sophisticated method. It is capable of treating interference effects between panels, including the interference effects of wing/body and empennage surfaces. Both methods are employed extensively in modem flutter analysis, although the doublet lattice is becoming the more popular among the manufacturers.

Self-Study Video Course Federal Aviation Administration

Flutter/Aeroelastic September, 1997

Stability D-4

Appendix D
8. Generalized Aerodynamic forces.

For steady

aerodynamics,

the lift

forces are: F = 1MpV2Cu,aS or in matrix form: F = 112 pV2[AIC]{x} where: AIC = Aerodynamic Influence Coefficient matrix (x} = the displacement state of the aerodynamic surfaces For unsteady aerodynamics, the development is analogous except that the aerodynamic coefficients depend on the reduced frequency, k. Usually the aerodynamic force equation will look something like the following, depending on what geometric terms are left in the AIC and what parameters are factored out of it. The variable Q will usually consist of the dynamic pressure and the reference dimension used to define the reduced frequency. The AIC is developed in computer programs from the user-described geometry using doublet lattice or strip theory aerodynamic models. The AIC is a matrix of complex aerodynamiccoeffrcients. F = -02Q[AlC]{x} so: or -02Q[AlC][+]{q}

define:

[qTIAIq[a?] = A
9. The generalized flutter

generalized aerodynamic matrix

stability

equation.

[-to2 M + a2 Qz + z] {q} = 0 [r AT- Qr & (1h2) I] {q} = 0

Flutter/Aeroelastic Stability D-5

Self-Study Video Course Federal Aviation Administration

September, 1997

Appendix D B. Solving and interpreting results

1. Diffkulties in solving the stability equation. The equation has two significant problems that must be overcome in order to obtain a successful solution. a. The equation is inconsistent since it is only solvable for neutral stability, yet it has damping. The damping comes from aerodynamic forces and possibly from structural damping if included in the stiffness matrix. b. The AIC depends on reduced frequency, frequency which is unknown. k, and k depends on the flutter

2. Modifying the equation: Adding artificial damping. The equation can only be solved for the case of neutral stability (i.e. constant amplitude sinusoidal vibration). So artificial structural damping is added as a variable that can counteract any damping (aerodynamic or structural) already in the system. Artificial damping forces will be:

The main idea is that we can solve for the artificial damping that results in neutral stability, then the total system damping must be the negative of this result.

-a M(q) + (1 + ig)K{q) = -co Qx{q)

Remember that the actual structural damping for each mode (7+ igJ may already be included in the generalized stiffness matrix.

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability D-6

Appendix D

3. Final flutter equation.

r- m -

Qr-a

(=

ig

1
(q}

= (0)

These matrices can all be determined and the mathematical manipulation would lead to a matrix we can call, D. The determinant of D is often called the flutter stability determinant. [D-( 1+ig)/o*)l]{q}={O} This is the standard eigenvalue form:

P-WO={O~
where: A=( 1+ig)/02 where: g is the unknown artificial damping, and o is the flutter frequency

4. Solving the flutter equation. The matrix D is a complex matrix that depends on reduced frequency, k, and the density (altitude). Depending on the type of aerodynamic model, it may also depend on Mach number -- but ignore compressibility for now.
l l l l l l

For the desired altitude, choose a value of k. Solve for hs using an eigenvalue extraction algorithm. From h (complex number) get g (artificial damping) and o for each mode. Then from the assumed k=boN, find V Plot o and g against Vfor each mode. Choose another k and repeat these steps.

If compressibility were important, then an iteration would be necessary since the AIC would depend on both Mach number and reduced frequency, k. For each chosen k, a trial Mach number is chosen, then a loop is repeated (choosing a different Mach number each time) until the calculated V results in a Mach number matching the chosen one. This is called a matched point solution.

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability D-7

Appendix D
5. Plotting

the results. It is traditional to plot the calculated artificial damping. Artificial damping is the amount of extra damping needed to make the system neutrally stable. For a system that is well damped, the artificial damping would have to be negative to counteract the system damping and force it to neutral stability. So mtive art&W&&g indicates a stable system, and positive . amplng indicates an unstable system.
and interpreting

If actual structural damping were included in the stiffness matrix before solution, then the results will appear as in Figure 4. In this figure, each damping curve starts off at the ordinate with a value on the ordinate. This value will correspond to the negative of the amount of actual structural damping included for that mode from the ground vibration test results. In Figure 4, any damping line crossing the abscissa indicates instability. . If actual structural damping had not been included the stability equation, the results would look like those in Figure 5, with all the damping curves starting at the origin. In this case a global structural damping coefficient can be assumed to be present and represented on the plot by a straight line above the abcissa (dashed line in Figure 5). Instability would occur when a damping curve crosses the dashed line where the net damping available is zero.

Figure

Appropriate
Advisory

damping margins as required by the FAR are recommended

23.629-1A and 25.629-l.

in the

Circulars,

Self-Study Video Course Federal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability D-8

. J. -1.

Appendix E

Self-Study Video Course Evaluation Form

Appendix E

Self-Study Video Course Fqderal Aviation Administration

September, 1997

Flutter/Aeroelastic Stability E

Appendix E

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Appendix E
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Appendix E

IVT Course Evaluation

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Appendix E
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