Lecture 27(14).Flutter.

Plan:
1. Concept by flutter.
2. Bending-torsion flutter of a wing.
.. 3. Concept about a method of definition of critical speed of a flutter.
4. The influence of some parameters on critical speed of bending-torsion flutter.
1. Concept by flutter.
The flutter can be defined as a dynamical instability of a structure in airflow. Flutter
is a result of interaction of aerodynamic, elastic and inertial forces. A wing, a tail unit,
skin and other parts of an airplane can be subject to flutter.
The flutter are self-exciting sustained oscillations of construction parts occurring
under an operation of aerodynamic forces, which arise at oscillations and disappear in
their absence. Therefore this phenomenon is named self-exciting oscillations, or selfoscillations. Energy necessary for maintenance of these oscillations is supplied by an
opposing airflow.
The flutter is a rather short and dangerous phenomenon, which usually finishes in a
break-up of the airplane. For the first time flutter was observed during the first attempts
of transition from the scheme of a wire-braced biplane wing system to the monoplane
scheme of a wing with reduced torsion rigidity. The problem of the flutter became more
acute in middle thirties years in connection with sharp increase of flight speed of an
airplane. The beginning of researches coincides with the same period in the field of the
theory of the flutter. The large contribution to development of these questions was
introduced V.N. Belyaev, M. V. Keldish, S.I. Krichevsky, .P. Grossman, A.V.
Chesalov, I.V Ananev and other.
The problem of the flutter remains actual phenomenon nowadays owing to
decreasing of rigidity of a construction as the result of aerodynamic heat and decreasing
of relative thickness of bearing surfaces, application of swept in the plan wings and tail
units, variable-sweep wings and other.
There are many known different forms of the flutter which are determined by
possible combinations of structural distortions during oscillations. The greatest practical
significance represent following:
Bending-torsion flutter of a wing (tail unit) characterized by bending and torsion of a
wing (tail unit);
Bending -aileron flutter of a wing accompanying by bending of a wing and deviation
of an aileron;
-- Bending-control flutter of horizontal tails characterized bending of symmetrical
deviation of elevators.
There exist also bending-torsion-control flutter, flutter of a vertical tails and others.

The flutter occurs at a certain flight speed, which is called critical speed of the flutter.
Each form of the flutter is oured at its own critical speed. The critical speed of the
flutter of the correctly designed airplane must exceed the greatest possible speed of flight
on 25 30 %, so that to eliminate the possibility of the occurrence of the flutter.
2. Bending-torsion flutter of a wing.
2.1. Joint character of elastic oscillations of a wing.
The wing can make oscillations of two main kinds: bending and torsion. However
owing to the incongruity of center of gravity lines with a line of elastic centers in crosssections the purely bending or purely torsion oscillations of a wing are practically
impossible. Without dependence from what initial impulse is bending or torsion, the
oscillations are always of a combined nature bending-torsion. We can explain it using
an example of oscillation of a wing at the absence of airflow.
Pi
1

y 0,
y ymax

Pe
x

e.c.

c.g.

y y max ,
y 0

Fig.1. Bending-torsion flutter

Let's assume that the wing has received a bending impulse and one of its crosssections has deviated from the initial position up to the point marked as 1 on (fig. 1). In
the extreme deflected position (1) speed of an element will be equal to zero ( y 0, ), and
the acceleration will be extreme value y ymax . Thus in the construction there will
appear elastic forces, which result into resultant force, passing through the elastic center
of cross-section and directed to the initial position of the cross-section of a wing (0).
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Under the influence of elastic forces the wing will begin to oscillate. Because the elastic
center does not coincide the center of gravity (c. g.), the elastic forces cause not only
translational, but also angular acceleration to a wing section. The moment causing a
wing-warping, is equal to multiplication product of resultant force e of elasticity on the
distance between a center of gravity and elastic center.
Me= Pe*x
In this way it is possible to show, that with the initial torsion impulse oscillations
besides will be combined bending-torsion.
2.2. Oscillations at flutter.
Suppose a wing under the influence an operation of any external reason (deviation
of ailerons, gust) has deviated from initial position, for example up-wards (fig.2).
The moment after the exposure end it will begin to oscillate. As it was shown above, the
oscillations will be bending-torsion. As the cross-section of a wing moves to the middle
position it is torqued to the extent of angle , its reducing angle of attack. At the motion
of a wing from the middle position the wing is cranked, the angle decreases. In the
extreme lower position the wing stops, then its motion to the middle position begins
again and all the process repeats. The illustrated model of the movement of an oscillating
wing corresponds to shift of phases 0.5 between oscillations of bending and torsion of
a wing. The actual motion of a wing during oscillation is more complicated.
According to the change of wing cross-sections angles of attack appears an
additional exciting lift Ye. Its value for a unit of wing length is equal:
Ye 1bq V 2 ,
C y

is angular rate from a lift coefficient by an angle of attack; b a chord of a

here
wing; q dynamic pressure.
The direction of force e, applied to the cross-section focus in each instant
coincides with the direction of the motion the oscillating wing. It causes the increase of
oscillation amplitude and consequently is exciting force. Its value is proportional to
square of airspeed and has the proportionally value to the angle of a wing-warping.
As the result of the presence of a vertical velocity y the angle of attack of crossy (fig. 2), which
sections of an oscillating wing additionally changes on the value
V
results in the appearance of an additional damping aerodynamic force Yd which is
equal:
y
V 2
bV

Yd C y 1 b q C y b
C y y
V.
V
2
2
This force is directed counter motion and consequently being damping force. It is
proportional to the first degree of airspeed and is proportional to value of the speed y

The conclusion about the character of oscillations can be made on the basis of
comparison of working of forces Ye and Yd for a cycle of oscillations. Depending on
which force makes larger activity in a cycle, the oscillations will be damping, increasing
or harmonic.
y

V
1

Yd
Yex

Yex

Yd

Yex
Yd

f e.c. c.g.

xf
Yd

Yd

Yex

Yex

xe

xc
Yex
Yd

Fig. 2. Oscillations at flutter

The work of exciting forces e, as well as exciting forces themselves, is proportional
to square of airspeed, and the work of damping forces Ad to the first degree of airspeed
(fig. 3). At V=0 the work of damping forces is equal to the work of forces of internal
friction in the construction and is distinct from zero. Up to the extent of certain speed Vf
the activity of damping forces exceeds the work of exciting forces (Ad > Ae). At these
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speeds of flight the oscillations of a wing will be damping. If Ad < Ae the oscillations
occur with increasing amplitude. It is the area of the flutter. If the works of exciting and
damping forces are equals the oscillations of a wing have harmonic character. The speed
Vf corresponded to this, is called critical speed of a bending-torsion flutter.
A

Ad
Flutter

Ae

Vf

Fig.3. Work of different forces at flutter

3. Concept about a method of definition of critical speed of a flutter.

.There exist several methods. Let's consider a method of definition of critical speed
of a bending-torsion flutter for a straight wing (fig. 4), based on usage of differential
equations of moving for an oscillating body in airflow.
The differential equations of bending-torsion oscillations of a straight wing in an
airflow look like:
m( xcg xec ) qa 0
( EIy ) my
,
(1)
( GI ) m( x x ) I m 0
k

cg

ec

where y - is bending deflection of an axis of rigidity in the current cross-section of a

wing;
- is the angle of wing-torsion taken for positive in the case where it increasing the
angle of attack;
EI, GIt - are rigidities of a wing under bending and torsion accordingly;
m linear mass of a wing;
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Im linear mass moment of inertia of a wing corresponding to an axis of its rigidity;

xec, cg - are distances from a wing leading edge to the axis of rigidity and c.g. line of
cross-sections accordingly;
qa linear lift of a wing;
ma linear moment of aerodynamic forces corresponding to an axis of rigidity.
Here and below the derivation by z is designated by dash, by time t by a point, the
double derivation is designated by two dashes and two points accordingly.
y
x

f..e.cc.g

Fig. 4. Wing deflection.

The first equation of the system (1) represents the condition of the equality of the
summarized projections of all forces to zero, including the force of inertia influencing an
elementary wing section with the length dz, the direction of an axis Y, the second one is
the condition of equality of the moments of these forces concerning an axis z to zero,
coinciding with an axis of rigidity.
The members which are included into the equation (1), represent the following:
( EJy ")" the linear force of elasticity in the cross-section of a wing;
m( xcg xec ) - linear forces of inertia of structural weights of a wing from
my
translation and rotational motion accordingly;
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( GI t ) - is the linear moment of elastic forces in the cross-section of a wing

concerning an axis of rigidity;
m( xcg xec )y I m - is the linear moments of forces of inertia of structural weights of

a wing concerning an axis of rigidity.

At the critical speed of the flutter the amplitude values of bending deflection and
angles of twisting for each cross-section of a wing remain unchanged. Therefore the
critical speed of the flutter is calculated from the condition of existence of the periodic
solution of the equation system (1), which can be put down as:
y f0 ( z )cos[ pt 2 ( z )];
(2)
0 ( z )cos[ pt 2 z )],
where f0(z), 0.(z), 1(z), (z) - are the functions depending from elastic, inertial and
aerodynamic characteristics of a wing;
p the frequency of oscillations at the flutter.
As it follows from the expression (2) between bending and torsion oscillations in
any cross-section of a wing there is a shift of phases 12. The shift of phases is the
function of coordinate z. However, if it neglect and considering the shift of phases for all
cross-sections of a wing equal, for the definition of Vf it is possible to base on the
condition of the existence of the approximate solution of equation system (1) in the form:
y Af ( z )e ipt ;
(3)
ipy
B( z )e ,
where A, B - are complex constants;
f(z), (z) are some previously calculated real-valued functions satisfying the boundary
conditions in root and tip cross-sections of a wing.
The functions characterizing the distribution of amplitudes of bending deflection
and angles of twisting in different cross-sections of a wing at its oscillations in vacuum
are usually taken for f(z) and (z).
Flutter airspeed Vf is defined by the following order:
1. The expressions (1) y and according to the formulas (3) are inserted into the
equations (1). After that all members of the first equations (1) are multiplied by ones
f(z), and second by (z).
2. The obtained expressions are integrated in the limits from zero up to l, where l is
the length of the console. In the result of it we have two linear uniform equations relative
to A and :
(V , p )A (V , p )B 0;
(4)
(V , p )A (V , p )B 0
where , , , are the known functions from the frequency of oscillations p and from
the speed of flight V.
3. The determinant D(V, ) of the equation system (4) is made, which is equated to
zero on the ground that the values A and B obviously are not equal to zero. The result is

an equation connecting the critical speed of the flutter and the frequency of oscillations at
the flutter:
(V , p ) 0.
(5)
4. As the left part of the expression (5) has a real 1(V, ) and an imaginary 2(V, )
parts, according to the condition (5) they should be separately equal to zero:
1 (V , p ) 0;
(6)
2 (V , p ) 0.
5. Deciding the equation system (6), connecting the critical speed and frequency of
the flutter, we determine a value of critical speed of the .bending-torsion flutter; we can
also determine the frequency of oscillations at the flutter.
.In conclusion we should add, that the creation of the constructions which will not
be subject to the flutter, is quite a difficult task. It includes not only calculations the
critical speeds of different forms of the flutter, but also a lot of experimental researches.
First models are tested in a wind tunnel to define the characteristics of damping, and then
ground and flight tests are carried. The last ones usually take place for the final approval.
Especially large expenditures of work and time are required for the development of
measures preventing a flutter, for the swept-wing airplanes and variable-sweep wing. The
explanation is that the swept wing causes new vibration modes and the conditions of a
flight in the field of numbers =1 brings indefiniteness to the estimation of aerodynamic
coefficients. At a swing-wing airplane of the form and the frequencies of oscillations of a
structure continuously vary in process of change of a sweep. It at simultaneous sharp
increase of number of combinations of the angle of a sweep and schemes of arrangement
of fuel tanks and freights multiply augments scope of work on research of the possible
forms of the flutter and research of paths of their elimination. Now the calculations of the
flutter carry out with usage of a computer. The full calculation can require several
hundreds hours of a machining time.

4. The influence of some parameters on critical speed of bending-torsion flutter.

The rigidity of a construction under torsion renders essential influence on a critical
speed of a bending -torsion flutter. With increase GIt the critical speed of the flutter
increases too. It is explained by decreasing of angles of a wing-warping and, hence,
influx of energy to an oscillating wing from an opposing stream.
Rigidity of the wing under bending is insignificant influenced on the value of the
critical speed of the flutter.
The form of the wing on plan influences on aerodynamic (Cy, xf), elastic (ec, GIt,
EI) and inertial wing characteristics and through them on the critical speed of bendingtorsion flutter. The analysis of this influence is difficult. However practice displays, that
the giving to the wing a sweep, with other equal thing, results to increasing the critical
speed of the flutter, the triangular wings has higher values of critical speed of the flutter
as contrasted to by other wings. On the fig. 5 the exemplary plot is shown of relation of
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the flutter critical speed from a sweep of a wing. There for comparison are given the plot
for critical speed of the reverse and divergence.
Vcr
Vdiv

Vf

Vrev

Fig. 5. Dependence of critical sped from wing sweep angle.

The number M of a flight also influences on the critical speed of the flutter. This
C y ,
influence has an effect through parameters
and xf , and also rigidity of a wing. With
C y ,
increase of number M on subsonic speed value
increases, and on supersonic is
decreasing. The aerodynamic center (focus) of a wing displaces back with increasing of
number M. Thus distance between a center of gravity and focus (arm of inertial and
aerodynamic forces stipulating a wing-warping) decreases that gives favorably effect on
C y ,
Vf. The combined influence of parameters
and xf on supersonic conditions furthered
the increase of the critical speed of a bending-torsion flutter (fig. 6). Thus, the most
unfavorable area from the view point of the flutter is the area near to a number M = 1. If
the number M exceeds 2.5 3 it is takes place an effect of the heat of an airplane, that
results on lowering rigidity of the construction, and thereof, to decreasing the reserve on
the flutter. Qualitatively influence of the flight speed on the critical speed of the flutter is
possible to describe by the plot (fig. 6), on which on an axis of abscissas the value of
flight number M, and on an ordinate axis number Mf, which is appropriate to the
critical speed of the flutter.
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Mf

Mf

flutter margin
1

Fig. 6. Flutter margin.

The position of wing center of gravity rather essentially influences on the value of
critical speed of the bending-torsion flutter. Even the minor displacement of the center of
gravity forward results in noticeable increase Vf. The flutter is impossible when the
center of gravity coincides with elastic center or with a wing aerodynamic center. In the
first case because the link is disappeared between bending and torsional oscillations of a
wing. In second case because the moment disappears from inertial and aerodynamic
forces torquing a wing.
The displacement forward of the center of gravity can be reached by design
measures, in particular by facilitation of the structure of the tail part of a wing or
installation in a nose of special anti-flutter freights of balancer. For a heightening of
the balancer efficiency them sets as pig on the nose on a wing tip or carry out forward as
a well streamlined rod. The oscillations of frequencies and accelerations on a wing tip the
biggest, therefore dynamic effect of freight at such arrangement receives maximum.
The large influence on the critical speed of a flutter is rendered by aggregates and
freights located on a wing: pendant fuel tanks, blocks with the equipment or arms. For
example, engines born forward, similarly to balancer increase the critical speed of the
flutter. At unsuccessful arrangement of aggregates or freights they can decrease the
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critical speed of the flutter. The fuel located in wing sections, also influences critical
speed of the flutter.
With increase of altitudes of the flight the critical speed of the flutter increases.
The design measures directed on heightening of a critical speed of the flutter,
usually call substantial increasing of weight of an airplane. Therefore in last years the
researches on use of active control systems for damping oscillations are carried on. The
principle of operation of such systems based on forces and moments creation, which
restoring to the elastic oscillations of a construction, and practically does not differ from
a principle of operation of systems used for damping of elastic oscillations, stipulated by
atmosphere turbulence. For creation of necessary damping forces in this case, for
example can be used control surfaces located on a leading and a trailing part of a wing. It
is assumed, that the application of such system on a supersonic transport airplane will
allow increasing critical speed of the flutter on 30-40%.

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