International Journal of Innovative Research in Advanced Engineering (IJIRAE) ISSN: 2349-2163

Volume 1 Issue 9 (October 2014)

www.ijirae.com

Dynamic Response of an Aircraft to Atmospheric Turbulence

Cissy Thomas

Jancy Rose K

Civil Engineering Dept, M.G university

cissyvp@gmail.com

Scientist/Engineer,VSSC ,
Thiruvananthapuram , India

R Neetha
Division Head, VSSC ,
Thiruvananthapuram, India

cissyvp@gmail.com

Abstract The response of an aircraft in flight to atmospheric gusts is one of the dynamic response problems, which
controls the wing design and dimensioning of large aircraft. In the present work, dynamic analysis of an aircraft
subjected to a one-dimensional random gust is carried out. Power spectral density (PSD) of gust is represented by both
von Karman and Dryden mathematical gust model. Finite element model (FEM) of a typical aircraft is generated
using Finite Element software. Aero dynamic modelling is also carried out. The Doublet-Lattice method (DLM) is
used for interfering lifting surfaces in subsonic flow. The analysis was performed using the advanced FEM software.
Natural frequencies are computed and mode shapes are identified. Continuous gust is applied on the aircraft and the
dynamic acceleration and bending moments are computed at critical locations. This work provides dynamic loads due
to gust using von Karman and Dryden models.
Keywords Gust, Power spectral density (PSD), Aeroelasticity, Aerodynamics, Spline.
I. INTRODUCTION
Gusts are the predominant excitation source that induces aircraft modal vibration. Gusts are considered to be random in
nature and play a major role in the design of various aspects of aircraft operation. The calculation of gust load on an
airplane is a two-fold problem involving consideration of both the character of the gust and the response of the airplane.
When a gust acting upon an aircraft is continuous, it is defined as turbulence. The local velocity fluctuations sensed by an
airplane flying through atmospheric turbulence constitute a random process. Gust is the most important dynamic problem;
the gust condition is usually controlling strength condition in large aircraft. Consequently the responses of the airplane,
whether they are in motions (linear or angular displacements, velocities or accelerations),forces ( lift, pitching moment,
bending moment and so on), stresses, or any other phenomena is determined by the turbulence. Aircraft design requires
the evaluation of dynamic loads in response to continuous and random gust excitations. Gust response affects many
aspects of aircraft characteristics, including stability and control, dynamic structural loads flight safety. The primary
purpose of this work was the computation of dynamic (Design) loads on an aircraft structure due to continuous gust. In
the past, the gust response of these aircraft has been mainly investigated using the Pratt-Walker formula, the Pratt-Walker
formula does not capture the effects of structural flexibility and the span-wise variation of gust velocity.
The atmosphere gust is mathematically described by the PSD function and transforms the problem from the time to a
frequency domain. The structure is modelled as a symmetric model; symmetric geometrical, aerodynamic and inertial
properties are given by applying symmetric boundary conditions.
Aeroelasticity is defined as a science which studies the mutual interaction between aerodynamic forces and elastic
forces and the influence of the interaction on airplane design. Aeroelastic problem could not exist if airplane structures
are perfectly rigid, flexibility is fundamentally responsible for the various types of aero elastic phenomena. Aeroelastic
phenomena arise when structural deformations induce additional aerodynamic forces. This class of aeroelastic problem
has its primary effect on structural design in the prediction of design loads on airplane structure in an accelerated
condition. External loads that are rapidly applied not only cause translation and rotation of the airplane as a whole, but
tend to excite vibrations of the structure. The additional inertia forces associated with these vibrations produce the
dynamic overstress. Dynamic stresses induced in the form of bending and torsional stresses in the wing and fuselage
beams. The design of these beams must take into account of dynamic stresses by increasing the normal and shear
carrying areas. Two important dynamic response problems are the gust and landing problems. Aeroelastic effects may
have an important influence on gust design conditions. Scope of this work is to deliver optimized products to specific
areas of aeronautical use.
1.1. Objectives
To estimate the aeroelastic response of an aircraft under gust loads, thereby compute the dynamic (Design) loads on
aircraft using von Karman and Dryden Model respectively. To calculates the probability parameters of the response
quantities.
1.2. Gust
Gust is a sudden, brief increase in speed of the wind and the duration of a gust is usually less than 20 seconds. Gusts are
the predominant excitation source that induces aircraft modal vibration. An understanding of gust response plays a vital
role in the design of aircraft surfaces, and the evaluation of this phenomenon is a considerable random dynamic problem.

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International Journal of Innovative Research in Advanced Engineering (IJIRAE) ISSN: 2349-2163

Volume 1 Issue 9 (October 2014)
www.ijirae.com
II. GUST RESPONSE OF A TYPICAL AIRCRAFT
2.1. General
For the purpose of gust analysis a typical aircraft is used, analysis performed using advanced FEM software. The parts of
the aircraft to be modelled are right wing, central body or boom, vertical tail and horizontal tail. The structure is
modelled as a symmetric model, symmetric geometrical, aerodynamic and inertial properties are given by applying
symmetric boundary conditions. The high aspect ratio wing is modelled with inboard and outboard panel. Aerodynamic
modelling is carried out and flat plate lifting surfaces. Finite element model is coupled with aerodynamic model using
surface splining technique. The modal displacements of aerodynamic boxes are related to displacements of the structural
grids by this technique.In the phase of the gust response evaluation, the continuous turbulence approach was selected.
The atmosphere is described by the power spectral density function and transforms the problem from the time to a
frequency domain. The power spectral density (PSD) of the gust load is represented by the von Karman and Dryden
model for the gust analysis. Excitation frequency up to 50 Hertz and forward velocity of vehicle is 30 m/s was considered
in the analysis. The flight condition at a Mach number 0.1 considered. The PSD of response quantities such as moments
and dynamic accelerations at critical locations of the structure were generated and plotted versus a range of frequencies
covering the elastic mode of vibration.
2.2. Finite Element Modelling
Finite element model (FEM) of a typical aircraft is generated. The boom, wing and tails are generated. The inertia and
stiffness properties along the elastic axis are provided for a typical aircraft under consideration. In FEM model, grids
along the central body and elastic axis of wing are connected by the CBEAM elements, which defines a beam element
and chord-wise grids on the lifting surfaces were joined to the elastic axis grids by rigid (RBE2) elements by replacing
very stiff beam element, thereby the number of degrees of freedom was substantially reduced. The entire model mass is
contained in the concentrated masses which are offset from the grids that lie along the elastic axes.
Rigid body elements connect the grid points at the
leading and trailing edges of the wing, and leading edges
of the tails. The purpose of the grids connected to the
main structure by the rigid body elements is to provide
mode shape displacements so that motion can be splined
onto the aerodynamic surfaces. Fig: 2.1 shows FEM
model of aircraft with wing,boom, and horizontal and
vertical tail. Symmetric modal frequencies were
produced by applying symmetric boundary conditions.
2.3. Normal Modes Analysis
To perform real eigenvalue analysis select a frequency
band up to 50 Hertz were included in the analysis.
Lanczos method is used for extraction of eigenvalues.
Natural frequencies and the corresponding bending
modes are computed using normal modes solution. A
frequency response analysis is an integral part of random
response analysis and transient analysis.

Fig. 2.1 FEM model of aircraft with wing,boom,

and horizontal and vertical tail

2.3.1. Inference
Normal modes analysis was done to determine the natural frequencies and mode shapes of the structure. Table: 2.1 and
Table: 2.2 show the natural frequencies and corresponding mode shapes of aircraft for a symmetric condition.

Mode
No
1
2
3
4
5
6
7
8
9
10

Table: 2.1 Natural frequencies of aircraft

Mode
Frequency,
Frequency, Hz
No
Hz
0.395
11
10.9
0.841
12
12.9
1.33
13
14.6
2.07
14
15.3
2.26
15
16.7
4.13
16
21.4
6.19
17
24.1
6.79
18
26.5
8.34
19
31.5
9.32
20
31.9

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International Journal of Innovative Research in Advanced Engineering (IJIRAE) ISSN: 2349-2163

Volume 1 Issue 9 (October 2014)
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Table: 2.2 Natural frequencies and Mode shapes of aircraft
BENDING MODE
MODE SHAPE
1st Bending mode of wing at 0.395 Hz

2nd Bending mode of wing at 1.33 Hz

1st bending mode of central body

at2.260 Hz

3rd Bending mode of wing at 4.132Hz

1st Bending mode of vertical tail at 6.191

Fig. 2.2 Aerodynamic panel with wing, horizontal
Hz
and vertical tail
2nd Bending of vertical tail at 10.874 Hz

Bending of central body and 4th mode of

wing at 12.895 Hz
5th Bending mode of wing and 2nd mode
of central body at 16.73Hz

2.4 Aerodynamic Panelling

Flat plate Lifting surfaces are used for Aerodynamic modelling. In aerodynamic model, the main wing was divided into
inboard and outboard panels, with the break occurring at a span station of 5.68 m. Fig: 2.2 shows aerodynamic panel with
wing, horizontal and vertical tail. The modal displacements of aerodynamic boxes are related to displacements of the
structural grids by a surface splining technique.

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International Journal of Innovative Research in Advanced Engineering (IJIRAE) ISSN: 2349-2163

Volume 1 Issue 9 (October 2014)
www.ijirae.com
2.5 Aerodynamics
Unsteady aerodynamic forces and gust loads are applied using Bulk data cards. Reference chord length is 1.5m. and
Table: 2.3 tabulated the flight conditions for analysis. Input data are generated based on Ref.7 and Ref.8.
Table: 2.3 Flight conditions and properties of Gust
Mach no (m)
0.1
Dampi
1%
Excitation Frequency ()
0 - 50 Hz
Dynamic pressure
500 N/m2
True Air speed (V)
30 m/s
Scale of turbulence (L)
300 m
2.6 Continuous Turbulence
Atmospheric turbulence is in fact a continuous phenomenon. In the phase of the gust response evaluation, the
continuous turbulence approach was selected. The power spectral density (PSD) of the gust was represented by Equation
(1). Table: 2.4 gives the parameters.

Sa() ={

Where,
Sa()
wg

L
V

= PSD in units of 1/Hz

= Root mean square of gust velocity
= Circular frequency
= Scale of turbulance
= Airplane speed

(1)

Mhh, Bhh, Khh = Modal mass damping

and stiffness matrix
k
= Reduced frequency
Qhh
= Aerodynamic force matrix

= Circular frequency
g
= Artificial structural damping

= Density
V
= Velocity
uh
= Modal amplitude vector

Table: 2.4 von Karman and Dry den parameters

Parameters
k
p

von Karman
1.339
1/3

Dryden
1.0

2.7 Aeroelastic Response Analysis

Aeroelastic responses like bending moments and accelerations at critical locations of aircraft are computed. The resulting
aeroelastic modal equations of motion can be written in the form:

(2)
Where,
III. RESULTS AND DISCUSSIONS
The Fig: 3.1 shows the comparison of PSD moments between von Karman and Dryden PSD model at wing root. In PSD
analysis using, Dryden gust model, the peak response of PSD bending moment is 430 (N-m)2 /Hz occurs at 1.3 Hz ,which
is the frequency of second bending mode of wing. In the case of von Karman model largest response is 1018 (N-m) 2/Hz
at the same frequency. Similarly at wing tip Fig: 3.2 using Dryden gust model, the peak response for bending moment is
12 (N-m)2/Hz occurs at a frequency of 2.25 Hz, which is the frequency of first bending mode of central body. In the case
of von Karman model largest response is 36 (N-m)2/Hz occurs at the same frequency.
PSD of the acceleration in vertical direction using von Karman model is compared the same with the Dryden PSD
model at wing root is shown in Figure: 3.3 Using Dryden model peak responses 513 (mm/s2) 2/Hz occurs at the frequency
of 0.15 Hz, which is the frequency of first bending mode of wing. In the case of von Karman model maximum PSD
acceleration in vertical direction 876 (mm/s2)2/Hz occurs at the frequency of 1.8 Hz, that is at second bending mode of
wing.
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International Journal of Innovative Research in Advanced Engineering (IJIRAE) ISSN: 2349-2163

Volume 1 Issue 9 (October 2014)
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Fig. 3.2 Comparison of horizontal moments using von

Karman and Dryden PSD model at wing tip

Fig. 3.3 Comparison between vertical acceleration using

von Karman and Dryden PSD model at Wing root

Maximum responses (Bending moments and acceleration)

are occurs in the wing root compared to the others. The peaks
of the different design loads for each of girds vary depending
on the location and type of response. von Karman PSD model
gives a high response of 1018(N-m)2/Hz compared. The root
mean square value ( ) of the responses and the expected rate
of zero crossings with positive slope (N0) are tabulated in
Table: 3.1.
Table: 3.1 Probability parameters at critical location
Location

Response

N0 (Hz)

Wing root

Moment

17.40

1.34

Wing tip

Moment

4.96

2.17

Fig.3.1 Comparison of horizontal moments using von

Karman and Dryden PSD model at wing root

IV. CONCLUSIONS
The dynamic (Design) loads on an aircraft structure due to continuous gust are computed with the aid of PSD
models.Gust responses are predominently in the second bending mode of wing. von Karman PSD function gives a higher
response. For continuous turbulence, the analysis returns the values of root mean square value ( ) of the responses and
the expected rate of zero crossings with positive slope (N0). These statistical quantities are important for failure and
fatigue analyses.
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[10] Bisplinghoff. R..L., and Ashley Halfman. (1955) Aeroelasticity Addison-Wesley Publication Company Inc.
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