A Gust Reconstruction Framework Applied to a Nonlinear Reduced Order Model of a Wing Typical Section

Simeone, Simone; Rendall, Thomas; Ronch, Andrea Da

doi:10.2514/6.2017-0634

Cited by 4 publications

(4 citation statements)

References 7 publications

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“…If the presented distribution function f y was to be identified as realistically plausible, these results would challenge the uniform models’ applicability to large flexible airframes. It would also impact methods used to apply gust reconstruction ( 54 ) , rendering the process more complex and challenging.…”

Section: Discussionmentioning

confidence: 99%

Impact of spanwise non-uniform discrete gusts on civil aircraft loads

Lone

Dussart

2019

Aeronaut. j.

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The drive for increasing flight efficiency is resulting in wing designs that are of higher aspect ratios, lower in weight, increased wingspans and, consequently, require greater attention in the disciplines of aeroelastics and loads. This trend in aircraft design, along with past research experience with flexible aircraft, motivate a review of assumptions in gust models; especially, that of the gust maintaining a uniform spanwise profile. In this paper, the authors investigate the use of spanwise varying 1−cos gust models for loads prediction using a non-linear aeroelastic model of a conventional large transport aircraft. The comparison between a test case using conventional uni-dimensional approach and another, using multidimensional gusts, illustrates the impact of stepping away from traditional discrete tuned gust processes and adding a spanwise varying gust component. A methodology for processing and analysing the loads data arising due to the added dimension is also developed and both envelope and correlated loads are considered. Gust characteristics and resulting load factor are, respectively, considered for comparison between the two models, as both metrics define realistic gust encounters. In this case, it has been shown that spanwise variation of gust profiles leads to lower envelope loads if viewed in terms of conventional gust gradients. However, higher envelope loads are found if the maximum load factors are matched.

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Section: Discussionmentioning

confidence: 99%

Impact of spanwise non-uniform discrete gusts on civil aircraft loads

Lone

Dussart

2019

Aeronaut. j.

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“…Moreover, aircraft are equipped with a digital flight data recorder, a device used to record specific aircraft performance parameters, which is designed to survive under extreme conditions that can result from an accident. In the analysis of flight incidents, gust and turbulence events are of primary importance in the estimation of limit loads [10]. Nowadays, the interest of the aerospace industry in digital twins is growing [61][62][63].…”

Section: In Flight Gust Identificationmentioning

confidence: 99%

“…A better estimation of the airframe loads is a major benefit for aircraft operators. Indeed, knowing the loads at any location of the structure during the flight, or soon after the flight, can avoid unnecessary or expensive inspection of the structure and the inspections could be limited to specific parts of the aircraft [10,64].…”

Section: In Flight Gust Identificationmentioning

confidence: 99%

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Numerical and experimental studies of aeroelastic hinged wingtips

Balatti¹

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Aeroelasticity is the science that investigates the mutual interaction between aerody-namic, elastic, and inertia forces and how this affects the static and dynamic structural response. Aeroelastic models can be defined considering different levels of fidelity de-pending on the models’ aim. Gust loads are among the most critical cases an aircraft can encounter, and so mitigating the loads enables the design of a lighter structure, consequently reducing production and fuel consumption costs. Hinged wingtips have shown potential to improve the wing aerodynamic performance while alleviating struc-tural loads. The aim of this work is the numerical and experimental study of aeroelastic wings with hinged wingtips subjected to gusts. Measurements from wind tunnel tests are used to validate the numerical model. Two numerical models, representative of the same aircraft with hinged wingtips subjected to gusts, were considered, a detailed and a simplified one. The latter model, due to its low number of degrees of freedom, was used for wingtip design optimisation. Gust and turbulence events cannot be measured di-rectly, but they can be identified from in-flight measurements. Cubic B-spline functions were used for gust identification considering simulated flight data from the simplified and detailed models. Results have shown the ability of the simplified model to identify the gust and turbulence considering simulated data from the detailed model. To validate the numerical models, a gust generator was designed, installed and commissioned for the Swansea University wind tunnel. Experimental results have shown the difficulty of creating a perfect ‘1-cos’ gust at the desired location. Two techniques to improve the ‘1-cos’ gust were considered. In the first case, the transfer function between the vane rotation and the gust produced at the aircraft model location was identified, and its in-verse was used to calculate the vane rotation. The improvements using this approach are limited by the strong nonlinearity of the aerodynamics. A parametric study of the vane rotation has shown that a more complicated vane rotation function allows ‘1-cos’ gusts at the aircraft model location to be obtained with a mean square error two orders of magnitude smaller than the initial case. An elastic wing able to accommodate different wingtips was manufactured. Three wingtips, namely a fixed wingtip, a hinged wingtip, and a hinged wingtip with a torsional spring at the hinge were considered. Static and dynamic wind tunnel tests have shown the potential of hinged wingtips in reducing wing gust loads. Measured gust loads were used to validate the aeroelastic models.

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