{"id":17956,"date":"2024-08-16T11:35:36","date_gmt":"2024-08-16T11:35:36","guid":{"rendered":"https:\/\/aerospacerepository.org\/?p=17956"},"modified":"2024-08-16T11:35:36","modified_gmt":"2024-08-16T11:35:36","slug":"a-cfd-based-aeroelastic-gust-model-for-full-aircraft-simulation","status":"publish","type":"post","link":"https:\/\/aerospacerepository.org\/index.php\/2024\/08\/16\/a-cfd-based-aeroelastic-gust-model-for-full-aircraft-simulation\/","title":{"rendered":"A CFD BASED AEROELASTIC GUST MODEL FOR FULL AIRCRAFT SIMULATION"},"content":{"rendered":"\n<p><strong>William D. C. Liw Tat Man, Andrew G. B. Mowat, Arnaud G. Malan, Javon C. Farao<\/strong><\/p>\n\n\n\n<p><strong>DOI Number: N\/A<\/strong><\/p>\n\n\n\n<p><strong>Conference number: IFASD-2017-117<\/strong><\/p>\n\n\n\n<p>A framework for non-linear \ufb02utter analysis of a full aircraft was developed. The multiphysics Finite Volume, Vertex-Centered code Elemental was used to perform simulations over the NASA Common Research Model (CRM) geometry \ufb02ying under gust loading. Summation By Parts-Simultaneous Approximations Terms (SBP-SAT) was utilised to apply the boundary conditions and Timoshenko beam theory was used to represent the linear structural representation. A half gust length of 150ft was applied via Split Velocity Method (SVM) and the linear beam response was investigated. A transonic calculation was performed with a Mach number of 0.86 and an angle of attack corresponding to the target lift coef\ufb01cient of 0.5. Bezier curves were used for the interpolation in order to obtain a smooth wing surface. The results shown that the gust causes an increase in lift coef\ufb01cient of the aircraft.<\/p>\n\n\n\n<p><a href=\"https:\/\/aerospacerepository.org\/wp-content\/uploads\/2024\/08\/IFASD-2017-117.pdf\">Read the full paper here<\/a><\/p>\n\n\n\n<p><\/p>\n","protected":false},"excerpt":{"rendered":"<p><b>William D. C. Liw Tat Man, Andrew G. B. Mowat, Arnaud G. Malan, Javon C. Farao<b\/><\/p>\n<p>DOI Number: N\/A<\/p>\n<p>Conference number: IFASD-2017-117<\/p>\n","protected":false},"author":2,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[993,1957,1953],"tags":[2182,2184,2183,2181],"class_list":["post-17956","post","type-post","status-publish","format-standard","hentry","category-events","category-computational-aeroelasticity","category-ifasd-2017","tag-fluid-structure-interaction-fsi","tag-full-aircraft-model-fam","tag-nasa-common-research-problem-crm","tag-split-velocity-method-svm","category-993","category-1957","category-1953","description-off"],"_links":{"self":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts\/17956","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/comments?post=17956"}],"version-history":[{"count":1,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts\/17956\/revisions"}],"predecessor-version":[{"id":17958,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts\/17956\/revisions\/17958"}],"wp:attachment":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/media?parent=17956"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/categories?post=17956"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/tags?post=17956"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}