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of the aircraft to the reference geometry can be quite important, even for relatively small deformations.
The process chain of the aeroelastic flutter analysis should always include an experimental test phase. A wind
tunnel test model, will provide the opportunity to modify and calibrate theoretical models showing the effect of
theoretical approximation and their limits, introducing a discussion about the necessary model modifications
and future investigations.
An experimental aeroelastic slender wing model may be designed using a dynamically scaled model. By
expressing the aeroelastic equations of motion in non-dimensional form, it is possible to relate the behaviour of
the small scale models to that of full-scale wing in flight.
All the physical parameters which have been determined to be significant for flutter response should be appropriately
scaled. These will include elastic and inertia properties, geometric properties and dynamic pressure.
In the case of an advanced very flexible wing configuration, stability studies need to be performed about the
trimmed aircraft configuration, which will be different for each flight condition. In addition to that, geometrically
nonlinear structural effects imply both the presence of significant in- and out-of-plane wing bending displacements,
even though the first ones are usually negligible with linear structural models. The investigation of the
correct structural behaviour of such kind of configurations force the designer to increase the number of test
parameters to deal with. A parametric study will be performed in order to establish an extensive database
useful for identification of driven dimensionless parameters. Starting from the parametric analysis a successive
experimental test model will be preliminary designed following the definition of simplified structural models
used for initial evaluation, (like balsa wing models) to evolve towards more complex cases set up.
SESSION B2A COMPOSITE STRUCTURES
Chair: Gila Ghilai (IAI),
Prof. R. E. Sliwa (Rzeszow University of Technology)
Title: Production of springs with Radius-Pultrusion – a new manufacturing process for
a core element of aircraft technology
Authors: Dr K. Jansen
Thomas GmbH + Co. Technik + Innovation KG
Time: November 4, 2009 1:20 pm
Room: Lumen
It is well known that substituting steel by fibre reinforced material in screw spring applications means potential
weight savings between 30% and 50%. Until now a major drawback was the lack of a suitable continuous
and cost effective production process. The classic process for the manufacturing of fibre reinforced profiles, the
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pultrusion, only allows the production of straight or slightly bended profiles but no kind of bow or screw. By
inverting this standard process the Radius-Pultrusion™ now allows the production of massive and hollow bows
and screws with nearly unlimited small radii. Thus in the near future the advantages of fibre reinforced material
will be available for nearly all kinds of screw springs.
Title: VISTAGY‘s AeroSuite(tm) for Composite Aircraft Assemblies: The Complete Solution
Authors: S. Peck
VISTAGY, Inc.
Time: November 4, 2009 1:40 pm
Room: Lumen
All trends indicate that composite aerostructures are continually getting more complex. This is due in large part
to the fact that aircraft assemblies have huge volumes of highly interdependent design information. Creating
the initial designs and making subsequent changes to these complex aerostructures is both time-consuming and
error-prone.
In this session you will learn how a tightly integrated suite of software and services for aerostructure development
greatly increases the design and manufacturing efficiency as well as the quality of today‘s complex
composite aircraft assemblies.
The presentation will take a close look at the AeroSuite(tm) software product from VISTAGY illustrated with a
composite skin and substructure assembly taken through an end to end development process. Beginning with
initial thickness requirements the composite skin will be developed including sizing through a closed loop
between composite design and structural analysis, detailed ply definitions and the creation of the final solid.
Transitioning into assembly definition, we will present how all joints, fasteners, and hole requirements can be
captured. Design requirements such as edge distances and countersink limits in the skin will be verified and
producibility checks of the composite part and assembly will be reviewed to ensure manufacturability. The as
purchased condition of supply for details will be generated as well as the intermediate states of the assembly.
The presentation will also feature the automated generation of an AS9102 quality plan that is required for the
　
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