Flutter Test
Flutter Test
Flutter Test
310
(18.199)
A.R.C. TechnicalReport
MINISTRY OF SUPPLY
M. 0. W. Wolfe
1956
ROYALALRCRAFT
ZZXABLI~T
Vibmtion and ETutter l?l..ight Testing
by
1,i. 0. W. Wolfe
1 Introduction 3
2 Instrumentation for Vibration measurementin flight 3
7.1 The general measurementproblem 3
2.2 Instrumentation 4
2.3 Amplifiers
2.4 Recorders z
3 Plight Vibration testing 5
4 Typical pmgrsxme for flight vibration tests 6
4-1 Limitations of control jerking
4.2 Special problems of forced vibration ;
5 Plight flutter testing 7
Goneral techniques 7
::: Xethods of excitation 7
5-2.1 General
5.2.2 Single inertia exciter ;
5.2,3 Phased inertia excitors 9
5.2.4 Eleotrod~namic excitation of control cirouits IO
5.2.5 Stick jerking IO
5.2.6 Rocket excitation 10
5.3 General remrks on teohniqw 11
55.54 Associated theoretical u;ork II
conolusions I.2
References 12
LIST OF ILTJJS~RATI~E
Firm
Analysis of phase Difference b&won Translational and
Rotational Gcq0nents of Ging ;;otion 1
Double Integrating Multi-Channel Ar;rplifiers and Reoorders 2
Performance Curves for Type IT.I-6 &@.fiers 3
Waveforms obtained from Stick Jerk Test on a Jet Pighterdimraft 4
Single Inertia Exciter Installed in the Nose of a keteor Aimraft 5
Electrcdynamic Bxsitor Installed in a Pure Servo Tab Lancaster
Aircraft for the Excitation of the Rudder Tab Control Circuit 6
Thrust-Time Curve for Rocket Impulse Unit 7
Gomparison of Amplitude Response curves Z&asured in a Plight
Flutter Test 1~5thPredicted Values 8
-2-
1 Introduction
The expansion of our knorrledge of the flutter of aircraft has not
kept pace with the rapid changes in aircraft design and the considerable
increases in speed that have followed the introduction of the gas turbine
engine. In particul,arthe extent of our knowledge of the aerodynamic
forces involved in flutter is at present inadequate for the satisfactory
prediction of the flutter clz?racteristics of an aircraft at high air
speeds from data provided by pre-flight eqerimental and theoretical
investigation. In view of our l.M.ted rosourses for research on flutter
and the continuous advances in aircraft pctiormance this situation is not
likely to change materially for some considerable time. Consequently,
despite experiments and calculations carried out at all stages of a pmto-
type development prior to flight, the possibility of flutter being encoun-
tered, particularly flutter involving the control surfaces, cannot be luled
out. 'i'he increases in airwaft speed have not only enhanoeathe likelihood
of flutter occurr:ng but have also lea to an increase in the level of aero-
dynamic excitation due to bul'1etinC ati :Iach number effeots. koreover, a
condition of low damping due to a near approach to a critical f'luttor
coditioa can considerably augment the response of the stzuoture to aem-
ilymd.0 forces.
-3-
This arrangement is usually found to be satisfactory for resolving
the rotational and vertical translational components of motion. An
important analytical difficulty arises, however, with this method of
mcnsuromsnt when a phase difference exists between the translational and
rotational co~onents of motion.
The difficulty may be illustrated by reference to the diagram in
Fig.l(a) which shoo?rs a chord section of a vring which is assumedto have out
of phase motion3 of rotation an3 vertical translation. These motions are
referred to a spanwise axis passing through 0, whioh for simplicity is
assumedto be equidistant from the points A and B at rhich transduoers
measuring vertical translation are placed. Yiteofcmingto the vector
diam of Fig.l(b), the smplitude of the trsnslational component of xing
motion is assumedto be 0 and the amplitude of rotational motion 8, and
the phase difference betwoen them a.. The rotational motion produces
additional translational motions c ta 0, ~hci~ E is the distaru3e of 0
from A and B. These components arc shonn as x and -x on the vector diagram.
The translational anplitudcs a and b neasurcd at A and B are therefore
the vector sums of C and x, and C and -x respectively, and have somephase
difference p depending on the values of A, 0 and a.
%here there is no noticeable phase difference, the usual method of
determining the components of motion from tho readings of linear translation
transducers disposed in this manner is to tske half the sum of a and b
as being the translational component, snd half their difference as being
the rotational component. Howver if the rotational component is small
compared to the translational component, it zi.11 be clear from a consideration
of the vector diagrw shor+nin Fig.l(c) that a very small phase difference
bet:=enthe measurements at a end b does not necessarily in@y a
correspondingly small phase &ifferenco betTeen the components of the mot%on.
In fact, on a conventional rsllti-channel record, particularly if it contains
random transient frequencies due to aerodynamic disturbsnoes, a large phase
difference between the components of nation my not only be dif;"icult to
resolve but may not actually be notioed.
2.3 Am&Siers
Tm types of m-lifier are tending to becomestandard for flight
vibration testing, one a str-iightfor;mrd A.C. amplifier T!ith single
integration for use ~6th generator type transducers, and the other a
cdcr tme of snv$ifier rtith double integration ,"or use with inducts.n~e
accclermeter type transducers. In both cases or*: of the major problems
of devologment has been miniaturisation because of the -.nstallation problem
on small Tighter type eimraft, Examples of the lastest type of equipment
are shown in the photograph, Fig.2. 30th types of C*lificr are inter-
changeable. The integration characteristics for the carrier type amplifier
are sham in Fig.3*.
2.4 Recorders
The multi-channel mirror galvanometer type of recorder has been found
to be the most suitable for flight vibration testing. Here also the
question of miniaturisation is important, an3 miniature multi-channel
recorders are being developed in this country. The analysis problem is
intimately associated Tvith that of recorder design. The conventional
multi-channel trace record is, in some cases, no longer a s;ttisfaotory
methed of presentation for nnalysis prposes beoause of the complexity of
the vibrations encountered on high speed aircraft. For this reason
multi-channel play-back recorders of the photographic and magnetic tape
type are being developed to enable subsequent anLyses to be made by means
of electronic wave analysers.
-5-
Aircraft vibration may be classified into trvo broad categories:-
(1) forced vibration, e.g. mec'hanical vibration ad buZfeting in
which the main agents arc the excitation and the resonance
properties of the structure,
(2) vibration characterised by a poorly dampedmode, resulting in
high vibrational response under moderate excitation.
The vibrations under group (<) are those associated with a definite
sourGe o? exoitation and o? which the significant featuws are the magritudes
of the exciting forces and their frequency relationships to the natural
frequencies of the aircraft. The primary object of flight vibration testing
in these cases is to identify the source of the excitation ad the nature
of the aircraft's resaonse so t&t curative measures involving either
rduction or elimination of the source, or detuning to avoid resonance
may be undertaken.
The vibrations under group (2) :-ii11 in general be amreoiably
influenced by air speed because the darr?pingin a mode is usually critically
dependent or the air speed. In the extreme, a mode may becomenegatively
damped, aen flutter occurs as a self excited oscillation. The object of
the tests in relation to the possibility o.? these vibrations is to obtain
some indication of the possible existence of any poorly dacrpedmodes,
together dth some quantitative measurc Or the dsxping and its v,xiation
tith air speed. Porthis purpose a technique of Flight Flutter Testing
involving deliberate excitation of the airwaft is required.
In general it is not possible to Foresee xi.th certainty ab initio to
rrhat extent each of the foregoing effects is going to contribute to the
vibrations o? a particular prototype sircraft, aad to cater for all
eventudities ww.ld involve equipping all prototype aircrdt with exaiting
equipment for exhaustive fl;&t flutter testing, in addition to the measure-
merit equipment. It is felt therefore that the more practical approach is to
do flight vibration tests over the whole perfonx03ce range on on2 prototype
of each new type, attempting to assess the damping in significmt modes 9
simple methods where these are ap$icable, for e-l+? by control jerl&ng
and by flights in bumpy conditions, in all oases where margind stabilities
have not been predxted by theory. In other cases e:haustive flight flutter
tests are required.
4 Typical Flight PKJQXINX
--_--- for Flight Vibration
..L.-_------ Tests
At moderate speeds and Each numbers tests are madeby increasing the
aircraft speed by reasonably small increments (about 20 knots I.A.S.) end
recording at eaoh speed. In suitable cases, an6 where necessary, each oook-
pit control is jerked in turn, records being taken at each jerk. Ideally
the records should be examined after each test before proceeding to the next
higher air speed; however at low speeds,and particularly where no instabilities
arc suspected,this procedure would be unnecessarily restrictive and in
practice recordings of several air speeds are made in one fli&t. If no
severe vibration is encountered this procedure is continued throughout the
performance range of the aircrart; at high speeds, however, the records a??3
analysed after each 20 knot increment before proceeding to the next? and in
the transonio region where rap% ohmges in the aerodynanic oocfficxents
are likely to be enoowtercd, tests are made at small increments of Mach
number, for example increments 0,* 0.02i'i in th range from 0.8 to 0.9 and
incrunents 09 0.0-W in the range from 0.3 to I.1 analysing the recor6.s after
each increment.
-L-
There is always a possibility that unforeseen severe vibrations may
arise during a flight covering several airspeed increments without
nocessarFly being observed by the pilot. On large aircraft monitoring
devices are pruvided for the flight observers to guard aga%nst this
occu1x1cnc0,and on single seater aircraft it is recommendedpractice to
provide a monitoring device for the pilot to provide him writh in-formation
on the motions of the control surfaces.
With mgard to bu?:'cting, the effects of increasing CL at a given
Nach number may be Important. This aspect is investigated by straight-
forwam measurementsat increments of I+, at a partioular Mach number.
-7-
frequency is slowly increased fron ZCIU over a pre-?iotcrnined range and the
vibrstfon response of the aircrdt is reootied by means of multi-channel
vibrat3on measuring instruments. This prcccss is repe&-d at suitable
increasing inorements of afr sped or 1&h nwnber, and the an&itude speed
responses in the significast mo&s at-e deduced from the r?eesurements; an
approach to a critical flutter oon%ition being idicated by an increase
in wplitude response with air speed.
In the "decaying oscillation" technique either a sudden force is
applied to the aizcra..ft, or a sinusoidal ftirce at a fixed frequency is
stienly mruoved, and the subsequent transient responses of the aircraft
stature are measured. The overall wings in the nodes concerned ere
then deduced from the time rates of decay of the ensuing transient
oscillations; the process being repeated. at increasing increments of air
speed. An approach to a critical flutter condition is indicated by the
[email protected] appmachingzero. Stick jerking is a crude form of this technique.
The decaying oscillation technique is the more infomzttive of the
two, because it not only yields information on the approach to flutter but
also gives the values of the relative dampings in the modes concerned over
the Whole of the air speed range.
-8-
different points in the structure for a particular flight condition.
Analytical di~ffioulties may arise, however, with this technique when tw
or more trazx3ients are ewited decaying at different rates.
-Y-
electric motors suitable for use on onliasy aircraft D.C. electrical
suppplics has been developed, and at present marks satisfactorily in the
laboratory. A flight version is at present being installed on a Xeteor
aircratt.
5.2.4 Electmdynomic Excitation of Control Circuits
A method of applying a sinusoidal force to a control circuit by
means of a moving coil electrical vibrator has been developed and used
in flight. This method has shown promising results, althou& it is
probably only applicable to sircrxft having either pure servo t&b, or
spring tab controls. The advantages of this system are that both the
force amplitude and the frequency can be controlled independently in
flight, and the force may be removed instantaneously. A further
advantage is that the vibrator.may be used as a regenemtive brake
thereby increasing the damping in the control circuit. The vibrator
unit as installed in the rudder tab circuit on a Lancaster aircraft
fitted with pure servo tab controls is shown in the phwtograph, Fig.6.
5.2.5 Stick Jerking
This method of exciting the aircraft control surfaces is still used
on sane aircraft rrith manual or po;-rer assisted controls, but only when
better methods are not pxnctiuble. It is nonnall~ only successful in
exciting the fundamental frequencies of the aircraft structure. It is of
little value on aircraft fitted tith Mly powered controls. An exemple of
records of transients obtained from stick jerks on the elevator controls of
a fighter aircraft at increasing air speeds is shown in Fig.4, a fall in
damping tith air speed is clearly indicated. in this case.
5.2.6 Rocket Excitation
The shortcomings of the stick jerk technique combined with the
diffiCulty of installing equipment -F‘or0ontLnuous ewltation on mall very
high speed aircraft, particularly supersonic aircraft with thin wing
sections, has led to the develqx~nt of a rocket excitation technique. In
this technique small rockets are attached to appropriate p&s of the
siromft structure on?. used to provide 3 thrust of an tirrpulsivc nature to
excite transient osoilintions of thfi aircraft. One type of rocket unit,
known as a Va&eril is oyifndticd in shape, of I$ inches diameter and 45/8
inches overall leng;h, its thrust is 200 lb and duration 50 milliseconds.
A thrust time curve for this unit is shxn in Fig.?. The duration can be
varied by modifying the ex@osive charge. Standard times forthis unit
3re 75, 50 3.~3 25 milliseconds. A smaller unit is at present under
development. This unit is 5 inches diameter, snd of lengths 6, 4 and 2$
inches depending on the corresponding durationtimss of 50, 25 and jZ.5
milliseconds. Its mean thrust is 200 lb, end for ease of installation in
thin section wings, tail Rlanes or fins, the thrust axis maybe arranged
to be normal to the longitudinal axis of the unit.
The units are fired electrically and one great advantage of this
technip is that several units deployed at different parts of the aircraft
structure can be fired either simultaneously, or in a pre-arranged time
sequence appropriate to tie frequency and the modebeing investigated.
In this way some degree of selectivity may be achieved end unwanted modes
suppressed.
This technique has been used with success for flutter investigations
of pmtotypc a5.mraft.
- 10 -
On one aircraft a flight flutter test x~3 made on a mode involving
tail plane antismxstric yawing motion at 8 c ;LS. Rockets were fitted at
each tail plane tip, firing fore ard aff respectively. In this particular
case the tail plane ms mounted approximately half way up the fin and scn?e
degree of fin torsion ins involved in the motion. Satisfactory de.&ne/air
speed curves were obtained up to the speed at which compressibility
buffeting amplitudes became large in relation to the mplitudes emited
by t‘ne rockets.
- II -
The extent to which good correlation may be achieved between the
results of flight tests and calculations is exemplified in the CWS
shown in Fig.& These curves sho~tho cd.culated amplitude/air speed.
GWXCSfor an aircraft on which a series-of flight flutter tests w.s carried
out for a nmde of vibration involving primarily elevator rotation and tail-
plane bending, cornoaredwith the curve obtained from the tests. In this
case the continuous oscillation technique was en@oyed, ad single inertia
exciters wers installed in the nose of the aircraft for vertical exoitation,
and in the fin for lateral excitation.
5.5 Conclusions
It is considered that, in cases where the equipment can be installed
in the aircraft, the continuous exdtation method employed to obtain values
of dan&ng end amplitude response with air sped fbr the &or amplitude
peaks is the best technique of those at present aveilable. Phased.inertia
exoitera provide a further refinement to this teohnique. In other oases
the rocket excitation technique provides the best alternatS.ve.
- 12 -
I
(cl
FIG. I(a-c) ANALYSIS OF PHASE DIFFERENCE
BETWEEN TRANSLATIONAL AND ROTATIONAL
COMPONENTS OF WING MOTION.
FREQUENCY 6 p. S)
15C
100
50
I .
4 0 15 0 6 o-07 0 '8 0
TIME (SECONDS)
/AS MEASURED
AIRSPEED -