Abstract
This article presents a modal correlation and update carried out on an aeroelastic wind tunnel demonstrator representing a conventional passenger transport aircraft. The aim of this work is the setup of a corresponding numerical model that is able to capture the flutter characteristics of a scaled aeroelastic model designed to investigate and experimentally validate active flutter suppression technologies. The work described in this paper includes different finite element modeling strategies, the results of the ground vibration test, and finally the strategies adopted for modal updating. The result of the activities is a three-dimensional hybrid finite element model that is well representative of the actual aeroelastic behavior identified during the wind tunnel test campaign and that is capable of predicting the flutter boundary with an error of 1.2%. This model will be used to develop active flutter suppression controllers, as well as to perform the sensitivity analyses necessary to investigate their robustness.
Highlights
Active Flutter Suppression Test.The use of scaled wind tunnel models to validate simulation results is well known in the field of aeroelastic predictions for both military and civil transport aircraft
The traditional approach is typically based on a condensation of the mass and stiffness distributions of the considered aircraft to those of beams representing the elements of the model with attached masses and separated aerodynamic sectors that do not appreciably contribute to the overall bending or torsional stiffness
This paper summarized the activity carried out to finalize the aeroelastic model of the
Summary
Active Flutter Suppression Test.The use of scaled wind tunnel models to validate simulation results is well known in the field of aeroelastic predictions for both military and civil transport aircraft. The activity is not limited to the research investigations phase but can support and mitigate the risk of the certification phase based on full-scale flight tests. This is true in the case of unconventional configurations whose aeroelastic behavior is more difficult to predict. With this approach, the actual structural topology of the aircraft is not reproduced, and the final configuration of the scaled model is mainly driven by the manufacturing technologies, by the material properties, and by the need to install the sensors and actuators necessary to investigate the relevant aeroelastic phenomena
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