Aeroelasticity Research at Wright-Patterson Air Force Base (Wright Field) from 1953-1993

Harris, Terry M.; Huttsell, Lawrence J.

doi:10.2514/2.6872

Cited by 7 publications

(4 citation statements)

References 31 publications

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“…Eqs. (1)(2)(3)(4). The problem also often involves a number N of constraints c j with corresponding lower l j and upper u j bounds.…”

Section: B Aerodynamic Shape Optimization With Aeroelastic Effectsmentioning

confidence: 99%

“…The Wright brothers would actively warp the wings of their flyers as a method of steering [1]. In the late 1970s, Rockwell International Corporation (Rockwell), NASA, and the U.S. Air Force worked on the HiMAT aircraft design, which was the first airplane to fly with aeroelastically tailored lifting surfaces [2]. In the early 1980s, a Rockwell concept known as the Active Flexible Wing employed both leading-and trailing-edge control surfaces to reshape the wing in flight for improved performance and maneuverability [2].…”

mentioning

confidence: 99%

“…In the late 1970s, Rockwell International Corporation (Rockwell), NASA, and the U.S. Air Force worked on the HiMAT aircraft design, which was the first airplane to fly with aeroelastically tailored lifting surfaces [2]. In the early 1980s, a Rockwell concept known as the Active Flexible Wing employed both leading-and trailing-edge control surfaces to reshape the wing in flight for improved performance and maneuverability [2]. NASA Langley Research Center has been working with smart structures to actively reshape the trailing edge of a wing for improved aerodynamic performance since the 1990s [3].…”

mentioning

confidence: 99%

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Optimization of Flexible Wings with Distributed Flaps at Off-Design Conditions

Rodriguez

Aftosmis

Nemec

et al. 2016

Journal of Aircraft

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An efficient process to aerodynamically optimize transport wings while addressing static aeroelastic effects is presented. The process is used to assess the aerodynamic performance benefits of a full-span trailing-edge flap system on a generic transport aircraft at off-design conditions. To establish a proper baseline, a transport wing is first aerodynamically optimized at a midcruise flight condition. The optimized wing is then analyzed at several offdesign cruise conditions. The aerodynamic optimization is repeated at these off-design conditions to determine how much performance is lost by the wing optimized solely for the midcruise condition. The full-span flap system is then adapted to maximize performance of the midcruise-optimized wing at each off-design condition. The improvement due to the trailing-edge flaps is quantified by examining the degree to which the flaps can recover the performance of a wing designed specifically for the off-design condition. To evaluate the repercussions of aeroelasticity on the effectiveness of the flap system, this entire process is performed on both a conventional stiff wing and a modern, more flexible wing. The impact of the choice of flap layout is also explored. The results indicate that the flap system allows for significant improvement in performance throughout cruise and that it can be advantageous even for wings with increased flexibility. Moreover, the flaps appear to provide a means for active wave drag reduction during flight.

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“…Eqs. (1)(2)(3)(4). The problem also often involves a number N of constraints c j with corresponding lower l j and upper u j bounds.…”

Section: B Aerodynamic Shape Optimization With Aeroelastic Effectsmentioning

confidence: 99%

mentioning

confidence: 99%

mentioning

confidence: 99%

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Optimization of Flexible Wings with Distributed Flaps at Off-Design Conditions

Rodriguez

Aftosmis

Nemec

et al. 2016

Journal of Aircraft

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“…2−13 Several recent review papers on computational aeroelasticity can be found in Refs. [14][15][16][17]. Despite its limit in handling transonic and other nonlinear flows, the linear doublet-lattice method has been and is still the workhorse for actual design analysis in industry because of its efficiency in computer time and, perhaps equally important, the ease in setting up the computational problem.…”

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confidence: 99%

Calculation of Airfoil Flutter by an Euler Method with Approximate Boundary Conditions

et al. 2005

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A numerical method is demonstrated for solving the steady and unsteady Euler equations on stationary Cartersian grids for the purpose of time-domain simulation of aeroelastic problems. Wall boundary conditions are implemented on nonmoving mean chord positions by assuming the airfoil being thin and undergoing small deformation, whereas the full nonlinear Euler equations are used in the flowfield for accurate resolution of shock waves and vorticity. The method does not require the generation of moving body-fitted grids and thus can be easily deployed in any fluid-structure interaction problem involving relatively small deformation of a thin body. The first-order wall boundary conditions are used in solving the full Euler equations, and the results are compared with the Euler solutions using the exact boundary conditions and known experimental data. It is shown that the first-order boundary conditions are adequate to represent airfoils of typical thicknesses with small deformation for both steady and unsteady calculations. Flutter boundaries are accurately predicted by this method for the Isogai wing model test case.

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Aeroservoelasticity

Mukhopadhyay¹,

Livne²

2010

Encyclopedia of Aerospace Engineering

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The engineering field of aeroservoelasticity in flexible flight vehicles involves mathematical modeling, analysis, and control of the interaction between aerodynamics, structural, and flight dynamic systems along with wind tunnel and flight testing of the advanced active control technology. Adverse aerodynamic‐structure‐control interactions of flexible aircrafts have been a major problem throughout the history of aeronautics. If the flexible vehicle structure is not properly designed, aerodynamic‐structure interactions at high speeds may cause excessive dynamic responses leading to an instability or catastrophic structural failure. In this chapter, fundamentals of these aerodynamic‐structure interactions and optimal feedback control of the resulting flight dynamic instabilities are presented. First, a brief historical review of the evolution of aeroservoelasticity and active control of aeroelastic responses is presented. Then, basic mathematical formulation and analytical modeling techniques for a general aeroservoelastic system along with fundamentals of optimal robust feedback control law design processes are outlined. Techniques for large flexible aircraft structural deformation modal control, bending torsion flutter suppression, and gust load alleviation systems are explained. Two examples of research projects are presented that have demonstrated flutter suppression and gust load alleviation of aeroservoelastic models in wind tunnel tests. Finally, possible future directions of this exciting field of applied aerospace engineering technology and their applications to advanced aircrafts are discussed.

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Aeroelasticity Research at Wright-Patterson Air Force Base (Wright Field) from 1953-1993

Cited by 7 publications

References 31 publications

Optimization of Flexible Wings with Distributed Flaps at Off-Design Conditions

Optimization of Flexible Wings with Distributed Flaps at Off-Design Conditions

Calculation of Airfoil Flutter by an Euler Method with Approximate Boundary Conditions

Aeroservoelasticity

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