introduction to structures - net...itea: introduction to structures testing 2 biography don lange...
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1
Introduction
to
Structures Testing
By
Don LangeMay 2010
Approved for public release; distribution is unlimited.AFFTC-PA-10192
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ITEA: Introduction to Structures Testing
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Biography
Don Lange began his career at the Air Force Flight Test Center in 1987. Mr Lange has a BS in Mechanical Engineering with an emphasis in Aerospace from Brigham Young University (BYU) and an MS in Applied Mechanics from California State University, Northridge (CSUN). Mr Lange has worked on several flutter and loads programs: AFTI F-111 flutter, B-1B flutter, F-15E loads, YA-7F flutter & loads, KC-10 Rough Runway (Have Bounce), RU-38 flutter, F-16 dynamic loads, and F-22A flutter & loads. He was involved with several first flights including YA-7F, C-17, and F-22A. Mr. Lange has also has been involved with several other programs providing technical assistance such as B-2, C-5, C-17, C-130, C-135, F-16, F-117, JSF, Airborne Icing Tanker (AIT), Airborne Laser (ABL), X-37, Global Hawk and Predator. Mr. Lange developed the Structures data acquisition and analysis system, IADS that is currently being used by many other test agencies world-wide in the flight test business.
Donald S. Lange
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Goals of This Training
Training GoalsEnlighten you as to the critical nature of structures flight test
Describe how structures fits with other types of flight tests
Give you enough background so that you can understand what structures engineers are telling you
Give you enough background so that you can ask intelligent questions to get the right answers
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What Structures Test s Are Done
at the AFFTC?
Miscellaneous Loads & Dynamics TestsTaxi Tests Shimmy
Arresting Gear
Braking
Rough Runway Repair
Ground Vibration Testing
Loads Testing
Buffet Testing
Flutter Testing
Vibroacoustics Testing
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Why do you need to know ?
- - - There is much testing required by specifications which is not taught at the Test Pilot Schools. Much of this testing comprises the most hazardous and exacting type - - -
Includes: First Flights, Envelope Expansion, Structural Demonstration, Flutter Testing and Spins.
James L. PearcePilots Handbook for Critical and Exploratory
Flight Testing
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Dynamic Instabilit ies Can
Destroy
Tacoma Narrows Bridge
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Dynamic Instabilit ies Can
Destroy
Tacoma Narrows Bridge
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C-17A Structures Obstacles
During EMD
Loads
Half of spoiler panel departed aircraft
Spoiler actuator/hinge fixture failed
Nose gear retract actuator stalled by high door air loads
Under-predicted wing air loads and horizontal stabilizer loads
Major modifications to wing and replaced horizontal stabilizer
DynamicsMain gear shimmy with component failures
Component fatigue problems due to high vibrations
Pilot/structural coupling, roll ratcheting, LCO
MaterialsControl surface delaminations
Slat thermal damage from thrust reversers
Flap over-temp from external blowing
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Aircraft Design Philosophies
Nicolai: Fundamentals of Aircraft Design
Each design group thinks their
part is the most important
Structures really is.
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Structural Design Process
Mission profile and performance specs
Loads analysisAerodynamic loadsTaxi and landing loadsPayload loadsManeuvering loads
Static stress/strength analysisStress levelsDeformationsBuckling
Dynamics analysisVibration & shockFlutterGust responseGuidance and control
Life expectancyFatigueCorrosion
Drives the following for
structure design:
- Material selection
- Size
- Shape
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Design Requirements
Strength considerations
Gradually applied loadsDynamic loading (rapid onset)Maneuvering loadsGust loadsLanding
Rigidity & stiffness considerations
Deformation response of structureStructural dampingVibrations and acousticsCoupling between deformation modes
Service life considerations
Fatigue - cyclic loadingTemperature loading
Dilemma:Light weight to
meet performance
requirements
vs.
Heavy weight to
meet strength and
rigidity
requirements
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ITEA: Introduction to Structures Testing
Design Considerat ions
Metals
Vs.
Composites
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Pros & Cons of Metals
AdvantagesRelatively inexpensive to produce and form
Isotropic properties
Documented material properties
Known methods to alter material properties
Proven repair and patch methods
DisadvantagesRelatively low strength to weight ratios
Poor “stealth” properties
Must design part to meet material properties
High weight penalty to change stiffness
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Metals vs. Composites
MetalSingle material
Even alloyed metals don’t have distinct regions of different alloy materials
CompositeCombination of 2 or more materials (fiber/matrix)
Materials are distinct and don’t combine into single structure
Composites examplesStraw & mud bricks
Stone & cement concrete
Glass fiber & epoxy fiberglass
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Why Composites?
Combined materialsCombined material properties
Can design material properties to meet application
Utilize the strengths of each material
Material is not homogenousFailure mechanisms change
Fiber failure or matrix failure
Failure between matrix and fiber
Failure between layers - Delamination
Material is not isotropicAnalysis is more complicated
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Pros & Cons of Composites
Advantages
Anisotropic propertiesAble to design the material to match the application
High strength to weight ratio
Good “stealth” properties
Disadvantages
Expensive to produce
New material = New standards and procedures for use
Complex damage inspection / repair procedures
High potential for mishandling damage
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Flight Loads
Flight Loads Testing
Flutter & Aeroservoelasticity
Flutter Testing
Vibroacoustics Testing
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Design Criteria Definit ions
Design Limit Load (DLL)
Maximum load expected for normal operationsExample: loads caused by 9 g symmetric maneuver at max maneuvering weight
Limit Load Factor
Load Factor associated with DLL
Ultimate Load
Maximum load structure must support
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Structural Design Criteria
Yield Criteria
Structure will not permanently deform at
the design limit load
Failure Criteria
Structure will not catastrophically fail at
the ultimate load
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Factor of Safety & Margin of
Safety
Definition of Factor of Safety (FS)
Load Ultimate = FS x Load DLL
Why a Factor of Safety?
Unpredicted loads
Unexpected usage
Material defects
Analytical assumptions
Typical value for USAF a safety critical structure,
FS = 1.5
Margin of Safety (MOS)
MOS = (Material Strength / Applied Stress) - 1
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Aircraft Loads
External applied loads
Aerodynamic - lift and drag
Weight - aircraft and storesInfluenced by load factor
Live fire loads
Environmental loadsGusts
Internal applied loads
Pressurization
Fuel
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Structural Loading - Wing
Resolution of lift and drag into body axis system
Needed to perform structural analysis
Normal
Force
Weight
Chordwise
Force
Centroid
Drag
Lift
Relative Wind A.C.
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V-n Diagram
Need a convenient way to show critical loading conditions
Dependent on velocity
Dependent on AOA, which is dependent on load factor
Shows aircraft limits on single plot
Stall - positive and negative AOA
Max load factor
Max speed - based on flutter or divergence usually
Doesn’t show
Effects of A/C weight
Altitude or Mach effects
Maneuver symmetry
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V-n Diagram
-7
-6
-5
-4
-3
-2
-1
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
0 100 200 300 400 500 600 700
INDICATED AIRSPEED - KNOTS
LO
AD
FA
CT
OR
- n
THE
"ENVELOPE"
POSITIVE ULTIMATE
NEGATIVE LIMIT
NEGATIVE ULTIMATE
STRUCTURAL FAILURE AREA
STRUCTURAL DAMAGE AREA
STRUCTURAL FAILURE AREA
AREA OF
STRUCTURAL
DAMAGE
OR FAILURE
LIMIT AIRSPEED
UNAVAILABLE
LIFT AREA
UNAVAILABLE
LIFT AREA
MAXIMUM
POSITIVE LIFT
CAPABILITY
MAXIMUM
NEGATIVE LIFT
CAPABILITY
POSITIVE LIMIT
STRUCTURAL
DAMAGE AREA
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Flight Loads
In-Flight Loads Testing
Flutter & Aeroservoelasticity
Flutter Testing
Vibroacoustics Testing
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Flight Loads Test ing Object ives
Describe different parts of A/C
structure
Describe loads instrumentation
Define ground loads testing
requirements
Describe flight loads test techniques
Discuss other loads testing
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Aircraft Structure Definit ionsWing box components
Spar
Runs along the length of the wing
Tends to be the main load bearing part of wing
Stringer
Provides additional load bearing capability, stiffens skin
Rib
Runs chordwise on wing, provides torsional rigidity
Skin
Carries shear stressStringersSpar Skin
Fusela
ge
Ribs
Fuselage components
Bulkhead
Fuselage structures, maintains shape
Longeron
Runs length of fuselage
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Measuring Strain
Want to measure stress or
loadsNot practical to measure
either
Easy to measure strain
Strain GagesElectrical resistance strain
gages relate a change in
resistance due to strain to a
change in voltage
Extremely easy to measure a
change in voltage
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Strain Gage Placement
Locate at areas of maximum stress
Wing root
Bending moments are maximized
Shear forces are maximized
Attach points
Step change in bending moments & shear forces
Where the structure changes shape
Change in Area (A), Moment of Inertia (I), Polar Moment of Inertia (J)
Where loads distribution changes
Control surface edges
Near the skin
Maximum normal stress due to bending
Maximum shear stress due to torsion
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Cargo Wing Instrumentat ion
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Cargo Fuselage Instrumentat ion
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Cargo Empennage Instrumentat ion
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Pre-Flight Ground Tests
Static loads testing to 100% DLL (Loads Calibration)
Flight instrumentation calibrated here
Allows the A/C to fly to 80%
Static loads testing to 150% DLL
Allows the A/C to fly to 100%
Often done after flight testing to 80%
Fatigue life and durability testing
Cyclic loading representing flight loads
Tested to 2x expected life
Pressurization to 133% max pressure (Done after some flight test)
Damage tolerance (Done after some flight test)
Testing with critical failed components
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Stat ic Test Art icle
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Stat ic Test Art icle
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Stat ic Test Art icle Video
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Loads Test ing Buildup
80 % DLL testing – survey or buildup to demonstration point
Build up in load factor
Build up in configuration or loading
Build up in flight conditions
Airspeed - Increase
Altitude - Decrease
Compare to analytical predictions
Take 80% DLL data
Compare to analytical predictions
Identify key flight conditions to demonstrate
100% DLL demonstration
Build up in load factor
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Loads Test Maneuvers
Loads Validation Maneuvers
Symmetric
Push-overs
Pull-ups
Windup turns
Abrupt Pull-ups
Speedbrake Transients
Asymmetric
Sideslips, Abrupt Sideslips
Rudder kicks or reversals
Neg./Pos. 360 rolls, loaded rolls
Neg./Pos. Rolling pullouts
* Very difficult to
maintain
appropriate flight
conditions
* Use of Flight Test
Aids: Roll Rate,
G -Limiters
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Landing Gear Tests
High Sink Rate Landing
Little crosswind
Endpoint: 80% Max Sink
Rate
Buildup in:
Gross Weight
Sink Rate
Crosswind Landing
Buildup in:
Sink Rate
Crosswind
Aircraft Weight
Critical Parameters
Vertical Load
Side Load
Drag Load
Touchdown &
Springback Loads
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Real-Time Monitoring
Flight conditions
Monitor aircraft state parameters
Load factor, airspeed, Mach number, altitude, roll rate, yaw rate, pitch rate
Control surface positions
Loads parameters
The strain gages are combined real-time through loads equations to create
“derived” loads parameters.
Based on calibration equations
Loads parameters are nulled
These loads parameters are compared with loads predictions.
Control room setup
Must have sufficient sample rate to capture dynamic loads
Have flight limits set and predictions in hand.
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Cargo Aircraft Loads Incident
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Loads Data Analysis
Plot data on crossplots
Usually bending vs. torsion or bending vs. shear
force
Based on failure criteria
Look at several points in maneuver
Initiation, max roll rate, max load factor, max
surface deflection, etc.
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Loads Test Monitoring
Bending
Moment
Torque
Shear
AOA
Pitch
Rate
Pitch
Command
Normal
Accel
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Loads Cross Plots
Bending vs
Torque at
various wing
stations
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Loads Test Monitoring
Symmetric
Maneuver
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Loads Test Monitoring
Asymmetric
Maneuver
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Loads Test Monitoring Video
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Flight Loads
Flight Loads Testing
Flutter & Aeroservoelasticity
Flutter Testing
Vibroacoustics Testing
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Flut ter & Aeroservoelast icity
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Dynamic Aeroelast icity Rev iew
Structural dynamics review
Natural frequencies, damping, mode shapes
Forced response
Aircraft structural dynamics
Flexibility of aircraft structures
Unsteady aerodynamics
Vortex shedding has frequency component
Flutter introduction
Interaction between unsteady aerodynamics & structural dynamics
Analysis tools and results
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Mass-Spring-Damper System
System modelk
c
m
F(t)
Mathematical equation
m x + c x + k x = F(t)ii i
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MDOF Vibrat ions
Multi-Degree of Freedom Systems
Typical of finite element models
Need to Solve EigenSystem
Natural frequencies are eigenvalues
Mode shape are eigenvectors
Mode Shapes
Amplitudes of responses at natural frequencies
M {x} + C {x} + K {x} = {F(t)}ii i
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Mode Shapes
Eigenvector
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Underdamped Response
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CH-47 Ground Resonance
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Aeroelast icity
Aerodynamic forces - externally applied varying airloads
(unsteady pressure gradients) causing varying structural
deflections (stress & strain)
Elastic forces - structural resistance to strain and tendency to
return to undeformed shape (non-rigid airplane)
Inertial forces - mass properties and tendency to resist
displacement
The science that studies the mutual interaction
among aerodynamic, elastic and inertial forces
of a flight vehicle
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Flut ter
Structural response
Dependent on damping
Dependent on forcing frequency and phasing
Damping sources
Structural damping
Aerodynamic damping - phasing of vortex shedding
Unstable interaction between the unsteady
aerodynamics and the structural dynamics of
aircraft
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Flut ter At A Glance
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Types of Flut ter
BuzzUsually shock wave induced
Movement of shock wave on control surface
Single-degree of freedom response
BuffetTransient vibrations from flow impinging on another part of aircraft
Condition sensitive
Panel flutterExternal panel oscillation
Caused by unsteady airloads/shocks
Eliminated with stiffening
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Panel Flut ter on an Aircraft
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Types of Flut ter
Binary flutter
Coupling of 2-degrees of freedom (modes)
Usually bending and torsion
Unstable when force is 90 deg out of phase with response
Ternary flutter
Coupling of 3 modes
Usually includes a control surface motion
Limit Cycle Oscillation (LCO)
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Limit Cycle Oscillat ion (LCO)
Type of dynamic aeroelasticity
Structure oscillates without becoming unstable
Zero stability
LCO characterized by constant amplitude vibrations
F-16 have extensive historical experimental data
Limited predictive analyses
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Limit Cycle Oscillat ion (LCO)
AIM-9 LCOGBU LCO
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F-16 Uniform Abort Criteria
UNIFORM ABORT POLICY FOR F-16 FLUTTER TESTING
F-16 Limit Cycle Oscillation Maximum Allowable Acceleration
0.00
1.00
2.00
3.00
4.00
5.00
6.00
0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.00 10.00 11.00 12.00
OSCILLATON FREQUENCY (Hz)
SU
ST
AIN
ED
WIN
GT
IP
OS
CIL
LA
TIO
N
Peak A
ccele
rati
on
(g
)
Revised allowable acceleration limits allows for 25% increase
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Flut ter Analysis
Utilizes computational fluids and finite elements to analyze
Have to have both operating at same time, but generally greatly reduced
order models
LOWER MODELING FIDELITY
Aero forces change as structure deflects
Structure deflects as a result of forces
Aerodynamics
Unsteady aerodynamics are difficult to model
Important to know steady-state lift and moment
Validated in wind tunnel
Structural dynamics
Need mass and stiffness properties
Validated in ground vibration test (GVT)
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Flut ter Analysis Result s
Mode Shapes
Outboard Leading Edge Flap Mode
fn = 72.65 Hz
Undeformed shape
Deformed shape
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Flut ter Analysis Result s
Frequency vs. speed plot
Showing how natural frequencies vary with airspeed
Effect of additional stiffness due to aerodynamics
Allows you to track modes of vibration
Analytical damping vs. speed plot
Does not account for structural damping
Allowed 3% per Mil Spec 8870A
Shows how aerodynamics either add or subtract damping/energy
from system
Defines when flutter speed is predicted
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Velocity – Damping – Frequency
PlotsCrossing of modes in V-f implies coupling (usually). Check on V-g plot
Critical mode has lowest airspeed or dynamic pressure with zero damping
Steep zero damping crossing implies explosive flutter (little warning)
Catastrophic modeRapid change in damping with very small change in speed
Difficult to identify in test build-up
Velocity (V)
Dam
pin
g (G
)
0
Hump mode
Critical Mode
V-g Plot
Velocity (V)
Fre
qu
en
cy
(f)
CouplingV-f Plot
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Velocity – Damping – Frequency
Plots
Hump modeGoes unstable but stabilizes at higher speeds
Hump mode may exhibit instability only in a narrow speed range
Very dependent on amount of structural damping
Small changes in analysis changing hump modes or shallow crossing modes can give great changes in crossing point, possibly changing predicted flutter speed
Velocity (V)
Dam
pin
g (G
)
0
Hump mode
Critical Mode
V-g Plot
Velocity (V)
Fre
qu
en
cy
(f)
CouplingV-f Plot
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Aeroservoelast icity (ASE)
Interaction between structural dynamics and flight control
system
Sensors for flight control system sense both aircraft motion and
aircraft deflection
May cause bad inputs to the controller
Want to locate accelerometers near vibration nodes
Places of minimal linear motion in vibrations
Want to locate gyros at places of least angular motion
Gyro location is not the same as an accelerometer location
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Resonant St ructure
Sensor location
Need to account for major modes of
vibration
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ASE Block Diagram
Filters &
Conditioning
Structural
Modes
ActuatorControl
Surfaces
Steady &
Unsteady
Aerodynamics
Aircraft
Rigid Body
Motion
Control Input Rigid Aircraft Controller
Flexible Aircraft Interaction
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Flight Loads
Flight Loads Testing
Flutter & Aeroservoelasticity
Flutter Testing
Vibroacoustics Testing
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Flut ter Test ing Overv iew
Ground tests to validate analyses
Wind tunnel tests
Ground vibration tests
Aeroservoelastic interaction ground tests
Flight flutter tests
Requirements
Program management
Test execution
Test techniques
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Wind Tunnel Test s
Requirements
Need a representative structure
Not just aerodynamic shape
Models are very sophisticated
Very expensive
Excellent data about model’s flutter characteristics
How representative is model of aircraft?
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Wind Tunnel Test ing
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Ground Vibrat ion Test (GVT)
Objective of test
Validate structural dynamics of aircraft
Need the full-up airplane
Usually done close to first flight
Results
Natural frequencies of structure
Associated mode shapes
Measured structural damping
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GVT Conduct
Test schedule
Usually a 24 hour a day test for a week or more
Takes a day or more to set up and another to tear down
Test set up
Instrument the aircraft
Suspension system
Excitation sources
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Building a Trace Model
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GVT Conduct
Suspension System
Need to isolate structure from ground
Analysis is usually done with free boundary
conditions
Test needs to be the same
Soft support system
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GVT Instrumentat ion
Need to measure inputs/excitation
Load cells
Need to measure structural response
Accelerometers most common
Other sensors are gaining popularity
Sensor locations
Want as many as possible on structure
More sensors mean better resolution in defining mode shapes
Need to look at all three axis systems
May take advantage of aircraft symmetry
Less instrumentation on one side
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GVT Excitat ion Method
Excitation
Need to get the structure to respond
Shake the structure
Electromagnetic or hydraulic shakers
Instrumented Hammer
Many different input types
Random, Stepped Sine, Sine Sweep, Sine Dwell
Vary excitation magnitudes to investigate
linearity of structure
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NASA Wing GVT
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Analy t ical Validat ion
GVT Results
Compared with analytical structural dynamics
Mode shapes
Natural frequencies
Damping used in flight test and flutter analysis
Validation
Do mode shapes match analytical predictions?
How close are natural frequencies?
Generally, 10% error is a fair to good match
Are there analytical modes not found in the GVT?
Are there experimental modes not in analysis?
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Animated Mode Shapes
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Structural Coupling Test
Aeroservoelastic (ASE) Ground Resonance Test
Done in conjunction with GVT
Evaluates interaction between structural vibrations and
flight controller
Need to be able to artificially close control loop
Need to access sensor outputs
Measure structural motion
Excite structure with control surface sweeps
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Structural Coupling Test
Verify no instabilities in controller
Increase the gain of the controller
Monitor feedback from sensors and structural response
Raise the gain to 6 db
If instability exists
Need to either move sensor package or
Put a notch filter in feedback loop
Remove offending structural frequency from feedback
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Flight Flut ter Test ing
Flutter requirements (per Mil-A-008870A)
No flutter of the airplane or its components at all speeds
up to 1.15VL
Both in constant Mach Number and constant altitude
Consider all conditions, (stores, fuel states, cg, etc) with
a minimum damping ratio, g of 3%
Flight flutter tests shall be performed to substantiate
that the airplane is free from aeroelastic instabilities and
has satisfactory damping up to limit airspeeds
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Recent Flut ter Incidents
1995 Lockheed F-117Maintainer failed to tighten connecting rod - elevon fluttered, aircraft lost
1991 Taiwan IDFStabilizer flutter - aircraft & test pilot lost
1990 Shorts TucanoStores clearance - aircraft & test pilot lost
1989 Boeing E-6AFlutter clearance tests - portions of vertical tail lost, recovered
1986 Fairchild T-46AAfter aileron re-balanced - wing/aileron flutter, recovered
1985 Lockheed F-117Stores clearance test - most of left fin lost, recovered
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F-117A Flut ter Incident
1985 - Stores clearance test, most of left fin lost.
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F-117 Flut ter Incident
1995 air show in Maryland - Maintainer failed to tighten
connecting rod - elevon fluttered, aircraft lost
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Flut ter Test ing Hazards
Flutter very difficult to analytically predictUnsteady aerodynamics
Structural dynamics
Structural damping
Need for sensitivity studiesChanges in critical structural parameters
Consequences of encountering flutterLikely to lose the aircraft depending on type of flutter
Difficult to experimentally predictUntil damping gets low
Damping can change very rapidly
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Flut ter Test Management
Expected occurrence of flutterHow close is predicted flutter to desired envelope?
How catastrophic is flutter?
Ground test data correlationHow close did wind tunnel data match predictions?
How close did GVT data match predictions?
Test capabilitiesWhat instrumentation is on aircraft?
What monitoring capabilities exist?
What excitation methods are available?
Test configurations vs. Cost constraints
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Icing Array Instabilit y Video
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Icing Array Instabilit y Video
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Cargo Aircraft Flut ter
Instrumentat ion
c.g.
pilot
seat
cargo
ramp
cargo
door
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Fighter Aircraft Flut ter
Instrumentat ion
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Flut ter Excitat ion Methods
Need to excite structural dynamics at sub-critical speeds
Random air turbulence
Large frequency content
Low energy, need lots of statistical data
Stick raps - hand or wooden mallet
Quick, easy, cheap
Limited excitation of higher frequencies
Ballistic charges on wing tips - “bonkers”
Ideal impulse to wing, large frequency content
Limited excitation capability
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Flut ter Excitat ion Methods –
Inert ial Shakers
Inertial shakersGood control of input, change frequencies, measure input - bode plots
Need large mass for low frequency modes
coil structure
suspension
spring
Permanent
magnets ~ mass (M)
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Flut ter Excitat ion Methods –
Inert ial Shakers (Wand)
hydraulically actuated movable mass (wand)
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Flut ter Excitat ion Methods –
Rotat ing Cylinder
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Flut ter Excitat ion Methods –
Aerodynamic Vanes
Aerodynamic vanesGood control of input, change frequencies
Oscillating vane in disturbs normal airstream
Flight control system – control surfaces
No additional excitation hardware required
Must be put in early
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Flut ter Excitat ion Example Using
Flut ter Vanes
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Flut ter Excitat ion Methods –
Control Surface
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T-46A Flut ter Incident
+5
0 -5
0
Lt. W
ing
Tip
Ac
ce
l (Fw
d)
(g)
+5
0 -5
0
Lt. W
ing
Tip
Ac
ce
l (Aft)
(g)
+7
5 -7
5
Rt. W
ing
Tip
Ac
ce
l (Aft)
(g)
+2
5 -2
5
Lt. A
ilero
n
Po
sitio
n
(deg
)
+2
5 -2
5
Rt. A
ilero
n
Po
sitio
n
(deg
)
205 kts. 150 kts.decel. begun
manual aileron rap
50 g
16 seconds to recover!
1 sec
5 May 1986
Trace shifted a bit, should be in phase with other wing responses
Regression test after reduction in aileron mass balance by 25% to cut trim drag. Previously cleared to 280 kts.
Excited previously predicted ‘hump’ mode. Mode: symmetric aileron rotation (reversible control system) and
symmetric bending (8.3 Hz).
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T-46A Flut ter Incident
Crew1: Breakers on(?)
Crew2: OK, 3, …, 1, Now…
<Flutter starts>
Crew1: Wow…pickle it off…slow down Andy.
Chase2: Terminate!
Chase1: Terminate, Terminate, Terminate!
Crew2: <Undecipherable>
Chase1: Terminate, Terminate, Terminate!
<Flutter stops>
Crew2: Better check us over… better check us over, Jim, see if we’re in one
piece.
Crew1: Pickle…I…I pickled it off when you just uh… I don’t think…
Chase1: O.K., coming over…
Crew1: I don’t think it was the flutter system.
Chase1: Anyway, gang, we’re coming home.
Chase2: Roger.
Chase2: Can you describe what happened?
Crew2: It shook the hell out of us, that’s what happened.
Crew1: Yeah, let’s take a look…let Jim take a look and then we’ll talk to you
about it.
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Flut ter Test Matrix:
Buildup In Mach & Alt itude
Mach Number
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2
60
50
40
30
20
10
0
flight envelope
Knots (CAS) 100 150 200 250 300 350 400 450
500
450
400
350
300
250
200
Knots
(CAS)
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Flut ter Test Matrix:
Buildup Along KEAS Lines
0
10,000
20,000
30,000
40,000
50,000
60,000
0.0 1.0 2.0
Mach Number
Altitude (
feet)
1-g Trim, Sideslip, Maneuver Conditions
Completed Test Points
Antisym. Wing Bending 10.5 Hz
Flutter Sequence Regions
Operational Limit
Structural Design Limit
F3A
F2
F3
F5
F6
E1
E0
F7
F5A710 KEAS
Constant KEAS /
Dynamic Pressure Lines
MH
ML
VH
VL
F2A
F4
404 KEAS
g = 5%
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Flut ter Test Briefing
Instrumentation
Cockpit
Control switches for excitation
Pilot communication with lead flutter engineer
Analytical predictions vs. Test results
How to get out of flutter – reduce speed
Reduce throttle and/or pull g’s
Egress methods
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Flut ter Test Execut ion
Near perfect weather conditions
Need for precision flying - don’t over-speed
Chase aircraft required
At the beginning, may be a pace aircraft also.
Real-time monitoring
Computer data analysis
Monitor damping greater than 3%
Start tests at safe altitude
Build up in Mach Number or dynamic pressure
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Flut ter Sw eep Response
Excitation
Response
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Time Domain Damping
Extract ion
Time Domain (SDOF)
Damping using Log
Decrement (log dec)
method
G = ln(A0/AN))/( N), Freq. = 1/T
Where G = 2 , G-structural
damping)
A0 = amplitude of first peak
used
AN = amplitude of Nth peak
used
Best to use most cycles
possible
G = 0.22/NHALF AMPLITUDE
Res
po
nse
Time
d
T
e- t
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Frequency Domain Analysis –
Half Pow er Damping
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Frequency Domain Analysis –
Half Pow er Damping
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Frequency Domain Analysis –
Half Pow er Damping
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Frequency Domain Analysis –
Time History Curvefit
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Frequency Domain Analysis –
Time History Curvefit
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NASA Flut ter Test Wing
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ASE Test ing
Usually done in conjunction with flutter testing
Use the same type of build-up
Add build up in flight control system gain
Data monitoring
Monitor structural response
Control system feedback and response
Track gain and phase margins
Look for PIO or Undamped surface rotations
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Flight Loads
Flight Loads Testing
Flutter & Aeroservoelasticity
Flutter Testing
Vibroacoustics Testing
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Vibroacoust ics
Internal or external sources
Can degrade system operation and longevity
Can promote structural fatigue (cracks)
Mission parameters and Mil Specs will dictate limits (amplitude, bandwidth, duration)
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Vibroacoust ics Test s
Ground component tests
Shaker table tests
Acoustic chamber tests
Flight tests to critical flight conditions
Vibration as g, compare with specs
Acoustics sound pressure level (SPL)
SPL = 20 Log (p/p0) p – RMS sound pressure
(Pa)
p0 – Reference, 20 Pa
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Vibroacoust ics Test Maneuvers
Requires several seconds of
data on condition
Test Maneuvers
Trim Condition
Sideslip
Windup Turns
Loaded Rolls
Level Accel/Decel
Throttle Chop
Wind-down Turns
* Usually done
concurrent with other
flight discipline testing
with a limited set of
dedicated test points.
* Lags flutter, FQ, loads,
Propulsion.
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ITEA: Introduction to Structures Testing
Vibroacoust ics Inst rumentat ion
High Sample Rates
Usually 5 Altitudes, All Machs
Frequency Range from 5 – 2000 Hz
Accelerometers
Strain gages
Microphones
124
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Vibroacoust ics Analysis
Third Octave
Sixth Octave
Power Spectral
Density (PSD) plots
Waterfall
125
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Serv ice Life Considerat ions
The structure must withstand the cumulative effects of all loads environments that occur during normal service life
Creep – Increasing strain at constant stress due to elevated temperature
Fatigue – Failure at low stress levels due to cyclic loading
Structural failure prevention – Periodic inspection and maintenance
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Structures Envelope Expansion
Flutter leads FQ, Loads, and Propulsion by 1 or 2
test points in clearing envelope
Voice communication with pilot
Flutter and loads testing are hazardous and require
sufficient planning and consideration
Point-to-point analysis and clearance must be
accomplished
Post flight flutter and loads analysis must be
completed before continuing to the next flight
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Integrat ion With Other
Disciplines
Structures (usually vibroacoustics) testing
precedes avionics testing
Small changes to test article may cause big
structural problems
New stores, pods, configurations,
components, or modifications, etc. may
require structures testing