Suppression of flutter

An active aerodynamic control system to control flutter over a large range of oscillatory frequencies is described. The system is not affected by mass, stiffness, elastic axis, or center of gravity location of the system, mode of vibration, or Mach number. The system consists of one or more pairs of leading edge and trailing edge hinged or deformable control surfaces, each pair operated in concert by a stability augmentation system. Torsion and bending motions are sensed and converted by the stability augmentation system into leading and trailing edge control surface deflections which produce lift forces and pitching moments to suppress flutter

Flutter suppression and gust alleviation using active controls

Application of the aerodynamic energy approach to some problems of flutter suppression and gust alleviation were considered. A simple modification of the control-law is suggested for achieving the required pitch control in the use of a leading edge - trailing edge activated strip. The possible replacement of the leading edge - trailing edge activated strip by a trailing edge - tab strip is also considered as an alternate solution. Parameters affecting the performance of the activated leading edge - trailing edge strip were tested on the Arava STOL Transport and the Westwind Executive Jet Transport and include strip location, control-law gains and a variation in the control-law itself

Development and application of an optimization procedure for flutter suppression using the aerodynamic energy concept

An optimization procedure is developed based on the responses of a system to continuous gust inputs. The procedure uses control law transfer functions which have been partially determined by using the relaxed aerodynamic energy approach. The optimization procedure yields a flutter suppression system which minimizes control surface activity in a gust environment. The procedure is applied to wing flutter of a drone aircraft to demonstrate a 44 percent increase in the basic wing flutter dynamic pressure. It is shown that a trailing edge control system suppresses the flutter instability over a wide range of subsonic mach numbers and flight altitudes. Results of this study confirm the effectiveness of the relaxed energy approach

Control surface spanwise placement in active flutter suppression systems

A method is developed that determines the placement of an active control surface for maximum effectiveness in suppressing flutter. No specific control law is required by this method which is based on the aerodynamic energy concept. It is argued that the spanwise placement of the active controls should coincide with the locations where maximum energy per unit span is fed into the system. The method enables one to determine the distribution, over the different surfaces of the aircraft, of the energy input into the system as a result of the unstable fluttering mode. The method is illustrated using three numerical examples

Control surface spanwise placement in active flutter suppression systems

All flutter suppression systems require sensors to detect the movement of the lifting surface and to activate a control surface according to a synthesized control law. Most of the work performed to date relates to the development of control laws based on predetermined locations of sensors and control surfaces. These locations of sensors and control surfaces are determined either arbitrarily, or by means of a trial and error procedure. The aerodynamic energy concept indicates that the sensors should be located within the activated strip. Furthermore, the best chordwise location of a sensor activating a T.E. control surface is around the 65 percent chord location. The best chordwise location for a sensor activating a L.E. surface is shown to lie upstream of the wing (around 20 percent upstream of the leading edge), or alternatively, two sensors located along the same chord should be used

Application of the aerodynamic energy concept to flutter suppression and gust alleviation by use of active controls

The effects of active controls on flutter suppression and gust alleviation of the Arava twin turboprop STOL transport and the Westwind twinjet business transport are investigated. The active control surfaces are introduced in pairs which include, in any chosen wing strip, a 20-percent chord leading-edge control and a 20-percent chord trailing-edge control. Each control surface is driven by a combined linear-rotational sensor system located on the activated strip. The control law is based on the concept of aerodynamic energy and utilizes previously optimized control law parameters based on two-dimensional aerodynamic theory. The best locations of the activated system along the span of the wing are determined for bending-moment alleviation, reduction in fuselage accelerations, and flutter suppression. The effectiveness of the activated system over a wide range of maximum control deflections is also determined. Two control laws are investigated. The first control law utilizes both rigid-body and elastic contributions of the motion. The second control law employs primarily the elastic contribution of the wing and leads to large increases in the activated control effectiveness as compared with the basic control law. The results indicate that flutter speed can be significantly increased (over 70 percent increase) and that the bending moment due to gust loading can be almost totally eliminated by a control system of about 10 to 20 percent span with reasonable control-surface rotations

Active controls for flutter suppression and gust alleviation in supersonic aircraft

Results of work done on active controls on the modified YF-17 flutter model are summarized. The basic derivation of a suitable control law is discussed. It is shown that discrepencies found between analysis and wind tunnel tests originate from the lack of proper implementation of the desired control law. Program capabilities are described

Recent advances in aerodynamic energy concept for flutter suppression and gust alleviation using active controls

Control laws are derived, by using realizable transfer functions, which permit relaxation of the stability requirements of the aerodynamic energy concept. The resulting aerodynamic eigenvalues indicate that both the trailing edge and the leading edge-trailing edge control systems can be made more effective. These control laws permit the introduction of aerodynamic damping and stiffness terms in accordance with the requirements of any specific system. Flutter suppression and gust alleviation problems can now be treated by either a trailing edge control system or by a leading edge-trailing edge control system by using the aerodynamic energy concept. Results are applicable to a wide class of aircraft operating at subsonic Mach numbers

Flutter suppression using active controls based on the concept of aerodynamic energy

Flutter suppression with dissipated energy reduced to quadratic form for control surface

Improvement of method for experimental determination of flutter speed by parameter identification

The method investigated in the current research work is based on the identification of the equations of motion during test flights, followed by the solution of these identified equations to numerically compute the flutter dynamic pressure. The current research work is aimed at overcoming two main difficulties which arise when: (1) A continuous system is truncated into a system with a finite number of degrees of freedom. (2) The desired range of frequencies is wide; in the latter case, numerical difficulties occur that can only partly be overcome by giving relatively more weight to the high frequency modes. Results pertaining to the above first point will be presented under section entitled 'Truncation Effects', and results pertaining to the above second point will be presented under section entitled 'Frequency Range Effects'. The numerical example used herein consists of a continuous simply supported beam. It is further assumed that the object of the identification procedure is to identify the beam's first seven modes