Dynamic Analysis of Corrugated Control Surface For Flutter Supression

A Project Report
on
“DYNAMIC ANALYSIS OF CORRUGATED CONTROL

SURFACE FOR FLUTTER SUPRESSION”
(Subject Code: 15AEP85)
Submitted to
VISVESVARAYA TECHNOLOGICAL UNIVERSITY

Belagavi-590018
In partial fulfillment of the requirement for award
Of the degree of
BACHELOR OF ENGINEERING
In
AERONAUTICAL ENGINEERING
(Month and year of submission: JUNE 2019)

Submitted by
GOWTHAM H [1MJ15AE027]
KALIDASA R [1MJ15AE037]
LOCHAN A R [1MJ15AE042]
PRASHANTH A TELKAR [1MJ15AE066]
Under Guidance of
Mr. R Punith
Assoc. Professor
Dept of Aeronautical Engineering
MVJ College of Engineering, Bangalore-67
Department of Aeronautical Engineering

Bangalore-560067
DEPARTMENT OF AERONAUTICAL ENGINEERING
CERTIFICATE
This is to certify that the project work entitled “DYNAMIC ANALYSIS
OF CORRUGATED CONTROL SURFACE FOR FLUTTER
SUPPRESSION” is a bonafide work carried out by
In partial fulfillment for the award of degree of Bachelor of Engineering in

Aeronautical Engineering of the Visvesvaraya Technological University,
Belagavi, during 2018-2019. It is certified that all the corrections/
suggestions indicated for internal assessment have been incorporated in the
report & the project report has been approved as it satisfies the academic
requirements.
Mr. PUNITH R Prof. S C Gupta DR. NAGARAJ

Associate Professor HOD SITARAM
Department of Aeronautical Department of Aeronautical PRINCIPAL
Engineering, Engineering, MVJ College of
MVJ College of Engineering, MVJ College of Engineering, Engineering.
Bangalore. Bangalore. Bangalore.
Name of Examiners: Signature with date:
1.
2.
i
DECLARATION
WE,
hereby declare that the entire work titled “DYNAMIC ANALYSIS OF

CORRUGATED CONTROL SURFACE FOR FLUTTER SUPPRESSION”
embodied in this report has been carried out by us during 8th semester of BE degree at
MVJCE Bangalore under the esteemed guidance of Mr. PUNITH R(Associate Professor,
Department of Aeronautical Engineering, MVJ College of Engineering) affiliated to
Visvesvaraya Technological University, BELGAUM. The work embodied in this
dissertation is original & it has as not been submitted in part of full for any other degree
in any University.
Signature
GOWTHAM H (1MJ15AE027)
KALIDASA R (1MJ15AE037)
LOCHAN A R ( 1MJ15AE042)
PRASHANTH A TELKAR (1MJ15AE066)
Date:
Place:
ii
ACKNOWLEDGEMENT
We express our deep sense of gratitude to our internal guide Mr. PUNITH R,
Department of Aeronautical Engineering, MVJ College of Engineering for his valuable
guidance at each and every step of our report.
In addition, We want to thank, Prof. S C GUPTA Head of the Department of

Aeronautical Engineering, MVJ College of Engineering for his valuable support and
guidance. We are deeply touched by his transparent approach and whole hearted
cooperation for execution of our report.
We would like to thank all the Professors of the Department of Aeronautical Engineering,
MVJ College of Engineering, Bangalore for kind permission to carry out our project
work and for support and guidance during project work.
We are extremely thankful to the principal for sharing Knowledge and assistance
throughout our college period at MVJ College of Engineering, Bangalore.
This report certainly would not have been possible without the love and encouragement
extended by my friends to take the opportunity to thank for their collective love and
support.
iii
ABSTRACT
Flutter can be defined as dynamic instability of an elastic body. The critical flutter can
cause poor functionality, such as torsional divergence and control surface reversal. Flutter
can be a terrible phenomenon if there is coupling between the bending and torsional
motion. Such coupling can be delayed using various suppression techniques. The main
objective of this project work is to improve the bending stiffness of primary control
surface, to delay coupling between torsional and bending motion. A simple and effective
means of forming a light weight and highly stiffened plate is including a corrugation
design. A corrugated plate provides highly anisotropic behavior in desired direction. This
corrugation design can be installed on control surface to improve bending stiffness and to
shift natural frequency at which flutter occurs to a higher value. Apart from corrugation
design, the other methods to prevent flutter are discussed.
This project work involves designing of corrugated plates with various corrugation shapes
such as trapezoidal and sinusoidal. The major parameter focused throughout the project is
modal frequency of corrugated plate. Dynamic analysis will then be carried out on all
corrugations. Modal frequencies of all corrugated plates are thus obtained in ANSYS
WORKBENCH 14.5 solver. Based on modal analysis, the optimization of corrugated
plate will be carried out for shape of corrugation, height of corrugation, number of
corrugated panels to be used.
iv
DYNAMIC ANALYSIS OF CORRUGATED CONTROL SURFACE FOR FLUTTER SUPRESSION 2018-2019
TABLE OF CONTENTS
CHAPTER-01
INTRODUCTION
1.1 DEFINITION
1.2 PROJECT OBJECTIVES
1.3 SCOPE OF THE WORK
1.4 PROBLEM STATEMENT
CHAPTER-02
LITERATURE SURVEY
CHAPTER-03
FLUTTER
3.1 INTRODUCTION
3.2 PHYSICAL SIGNIFICANCE
3.3 TYPES OF FLUTTER
3.4 CONTROL SURFACE FLUTTER
3.5 FLUTTER SUPPRESSION
CHAPTER-04
CORRUGATION
4.1 INTRODUCTION
4.2 BENEFITS OF CORRUGATION OF A PANEL/PLATE
4.3 APPLICATIONS OF CORRUGATION IN AEROSPACE
Department of Aeronautical Engineering, MVJCE, Bengaluru v

CHAPTER-05
DESIGN
CHAPTER-06
RESULTS AND DISCUSSIONS
CONCLUSIONS AND FUTURE SCOPE FOR WORK

REFERENCES
Department of Aeronautical Engineering, MVJCE, Bengaluru vi

LIST OF FIGURES
Fig Description Page

No. no
1.1 Wing vibration mode shapes 2
3.1 Oscillation of wing under the influence of various forces 9
3.2 Flexing of the wing in flight challenging structural limits of the 11
cantilever beam
3.3 Resonance Condition 12
3.4 Tacoma Narrows Bridge undergoing flutter 13
3.5 Stall flutter 14
3.6 Engine whirl flutter phenomenon snipping off the wing 14
3.7 Control surface and accelerometer location surveyed during synthesis 17
of arrow-wing AFS
3.8 Calculated variation of damping in critical flutter mode with 18
equivalent airspeed for arrow-wing A.F.S
4.1 Design of sinusoidal corrugation 20
4.2 Effects of Corrugation in mutually perpendicular directions 21
4.3 Corrugated Diaphragms (real model ) 22
4.4 Diaphragm gauge schematic diagram 23
4.5 Corrugated horn for spacecraft (prototype) 23
4.6 Schematic of Corrugated type horn 24
4.7 Corrugated internal mixer 25

4.8 Long type nozzle with corrugation 25
5.1 Pad definition option to give the length of extrusion. 27
5.2 Modal analysis option window to specify the material type, load type, 28
mesh type and the solution.
5.3 Engineering data sources to specify the values of young’s modulus, 29
poisson’s ratio and the material type.
5.4 Generated model with the specified dimensions. 30
5.5 Meshed model of the flat plate. 30
5.6 Analysis settings to specify the number of modes. 31
5.7 Analysed model with all 6 modes and frequency of all 6 mode shapes 31
5.8 Rectangular plate 32
5.9 Catia V5 model of Flat plate 32
Department of Aeronautical Engineering, MVJCE, Bengaluru vii

5.10 Analysis of flat plate 33

5.11 Sinusoidal Corrugation 33
5.12 Catia V5 model of sinusoidal corrugation 34
5.13 Trapezoidal corrugation 34
5.14 Catia V5 model of trapezoidal corrugation 35
6.1 Sinusoidal corrugations, N=5, CH=4mm. 37
6. 10 Effect of corrugation height on frequency for fixed number of 43

corrugation (N=5).
6.11 Effect of corrugation height on frequency for fixed number of 43
corrugations (N=10).
6.12 Effect of corrugation height on frequency for fixed number of 44
corrugations (N15)
6.13 Effect of corrugation height on fundamental frequency for different 45
number of corrugations. (Sinusoidal corrugations)
6.14 Effect of number of corrugations on frequency for different 48
corrugation heights
6.15 Trapezoidal corrugations with N=5, CH=4mm and θ=300. 49
6.16 Trapezoidal corrugations, N=5, CH=8mm and θ=300. 50
6.17 Trapezoidal corrugations, N=5, CH=12mm, θ=300. 51

6.24 Trapezoidal corrugation with ϴ=30 ,NC=10 and CH=4mm. 54
Department of Aeronautical Engineering, MVJCE, Bengaluru viii

6.27 Trapezoidal corrugation with ϴ=45,NC=10 and CH=4mm. 56

6.32 Trapezoidal corrugation with ϴ=60,NC=10 and CH=12mm 58

trough angle for fixed N = 5 (trapezoidal corrugation)
trough angle for fixed N = 10 (Trapezoidal corrugation)
trough angles for fixed N = 15 (Trapezoidal corrugations)

6.42 Trapezoidal corrugation with ϴ=60 ,NC=15 and CH=4mm 65
6.43 Trapezoidal corrugation with ϴ=60 ,NC=15 and CH=8m 66
6.44 Trapezoidal corrugation with ϴ=60 ,NC=15 and CH=12mm 66
6.45 Effect of number of corrugation on fundamental frequency for 68

different trough angle for fixed height of 8mm. (Trapezoidal
corrugation)
Department of Aeronautical Engineering, MVJCE, Bengaluru ix

List of Tables
SL.NO Table Page No
6.1 Effect of corrugation height on frequency for different number 42
of corrugations (Sinusoidal corrugations)
6.2 Effect of number of corrugations on frequency for different 47
corrugation height (Sinusoidal corrugations)
6.3 Effect on corrugation height on frequency for different trough 59
angles at fixed number of corrugation N=15 (Trapezoidal
corrugation)
6.4 Effect of number of corrugation on frequency for different 67
trough angles at fixed corrugation height H=12mm (Trapezoidal
corrugation)
Department of Aeronautical Engineering, MVJCE, Bengaluru x

CHAPTER-01
INTRODUCTION
1
INTRODUCTION
1.1 DEFINITION
When a body is disturbed from its mean position, it is set to vibrate. This same
phenomenon is also observed in aircraft during the flight, known as flutter.
Flutter is an unstable oscillatory aerodynamic condition with high frequency and a
large amplitude. This demon results in a catastrophic failure of structure rapidly. It
will also lead to aerodynamic instability, reduction of life of an aircraft wing and
its components. Therefore, it is of a great concern to any pilot, since excessive
flutter has caused a number of aircraft to lose control and eventually crash in the
history of aviation. Although any surface on an aircraft which is exposed to air
flow can experience flutter, the most common type of flutter involves the control
surfaces such as ailerons, elevators, and rudders, which are the primary
aerodynamic devices allowing the pilot to adjust and control the aircraft flight’s
attitude.
Fig. 1.1 Wing vibration mode shapes.[𝟏]
In an aircraft, as the speed of the wind increases, there may be a point at which the
structural damping is insufficient to damp out the motions which are increasing
due to aerodynamic energy being added to the structure.
Department of Aeronautical Engineering, MVJCE, Bengaluru 2

So one of the ways to suppress the fluttering phenomenon is by increasing the

stiffness of the wing structure by using corrugated design
The mass properties of these control surfaces are critical and have to be measured
with great care to make certain that flutter is minimized.
1.2 PROJECT OBJECTIVES

The objective of this study is to design corrugated plates and to optimize their
fundamental frequencies. For optimizations the following effects are studies.
 Effect of corrugation height on the fundamental frequency for different number of

corrugations (sinusoidal corrugation).
 Effect of number of corrugations on the fundamental frequency for different
corrugation heights (sinusoidal corrugation).
 Effect of corrugation height on the fundamental frequency for different trough
angles (trapezoidal corrugation).
 Effect of number of corrugations on the fundamental frequency for different
trough angles (trapezoidal corrugation).
 Dynamic analysis of the control surface model with corrugation design to be
carried out.
1.3 SCOPE OF THE WORK
This project deals with the design and analysis of an optimized control surface for
a small aircraft and U.A.V's against occurrence of flutter and other dynamic
instabilities. Unmanned Aerial vehicles are widely in use for various applications
across the world, which include military and non-military applications. Absence
of Active Flutter suppression techniques on-board such flying machines makes
them prone to get affected by flutter mid-flight.

Flutter has been a chronic menace in the aviation history. Extensive studies have
resulted in it only being controlled to certain extent. This project is unique and
distinct in the fact that the solution offered here (i,e corrugated design) is very
simple, for a very destructive and unpredictable phenomenon like flutter.
1.4 PROBLEM STATEMENT
A control surface experiences flutter in-flight when its natural frequency matches
the exciting frequency of gust loads acting on it. This needs to be corrected, hence
different corrugated surfaces are being used to bring flutter within limits.
Since the plates exhibit poor vibration performance due to their lateral flexibility,
they offer very less resistance to the bending loads. ie. The flexural rigidity (EI) is
least Here E is the young’s modulus which depends on the material of the plate
and I is the area moment of inertia which is a cross-sectional property
In order to increase the flexural rigidity we have to increase both young’s modulus
and area moment of inertia. If we increase the young’s modulus ie.by using
heavier material then increase in mass will result in decrease in the natural
frequency of the plate. Hence we have the limitation over the material mass, hence
the better way is to keep the mass as minimum as possible and increase the area
moment of inertia of the plate structure. Hence we can increase the flexural
rigidity which effectively increases the plate fundamental frequency and hence
improve the vibration performance of the plate.
*****

CHAPTER-02
LITERATURE SURVEY
5
LITERATURE SURVEY
The materials presented in the reference section are studied/ referred to analyze
and understand the recent industry trends applied in methods employed to prevent
flutter and vibration of complete wing and control surface in particular.
Corrugation Design related papers area also studied to understand their effects on
a structure.
1. Free vibration analysis of sandwich beams with honeycomb-corrugation

hybrid cores
Author: Zhi-jia Zhang , Bin Han, Qian-cheng Zhang, Feng Jin.
Year: 2017
Issues: The filling honeycomb increases the flexural rigidity of the structure but
also increases the mass due to the filling honeycomb
Conclusion: For sandwich beams with corrugated cores, the filling honeycomb
not only enhances their flexural rigidity and increases their natural frequency of
higher orders, but also more or less eliminates the anisotropy of the structural
stiffness and suppresses the local modes of vibration.
2. Theoretical and experimental vibration analyses of trapezoidal and

sinusoidal corrugated plates
Author: Adil Yucel and Alaeddin Arpaci
Year: 2013
Issues: The flat plates without corrugations have less flexural rigidity and are
more prone to failure under bending loads
Conclusion: The theoretical results were verified using the experimental modal
analysis technique for some selected models that are being manufactured in the
market, and it was found that the discrepancies between the experimental and
numerical results do not exceed 6%.
3. Effect of Shape on Vibration Characteristics of Automotive Side Panels

Author: Prashant D. Patel, Prof. Ashish Pawar, Prof. G.E Kondhalkar

Year: 2017
Issues: Side panels of load carriers are subjected to structural & vibration loads
which may result in failure of the panel due to the dynamic loads experienced by
them.
Conclusion: Replacing flat sheet metals with trapezoidal corrugated sheets
effectively increase the flexural rigidity of the side panel hence improves its
vibrational characteristics
4. Panel Flutter Analysis Of General Laminated Composite Plates

Author: M.A. Kouchakzadeh, H.Haddapour
Year: 2010
Issues: The fibre orientation has significant effect on dynamic behaviour of the
plate and the asymmetric properties changes the behaviour of the limit cycle
oscillations
Conclusion: Replacing general laminated composite plate with sinusoidal
corrugated sheets effectively increase the flexural rigidity and natural frequency of
the material hence improves its vibrational characteristics.
5. Active aeroelastic flutter analysis and vibration control of supersonic

composite laminated plate
Author: Zhi-Guang Song, Feng Ming Li
Year: 2011
Issues: Supersonic composite laminated plate have more aeroelastic vibration response
amplitude especially at flutter points.
Conclusion: Use of corrugated sheets over supersonic laminated composite plate

reduces aeroelastic vibration response amplitude and increases natural frequency
*****

CHAPTER-03
FLUTTER
8
FLUTTER
3.1 INTRODUCTION
It is a type of oscillation of airplane wings and control surfaces that has been
prevalent since early days of flight. To describe the physical phenomenon, let us
consider a cantilever wing, without sweep-back and without aileron, mounted in a
wind tunnel at a small angle of attack and with a rigid support at the root. When
there is no flow in the wind tunnel, and the model is disturbed, just by a poke with
a rod, oscillation sets in, which is damped gradually. When the speed of the flow
in the wind tunnel gradually increases, the rate of damping of the oscillation of the
disturbed airfoil first increases. With further increase of the speed of flow,
however, a point is reached at which the damping rapidly decreases.
Fig. 3.1 Oscillation of wing under the influence of various forces.[𝟑]
At the C.F.S, an oscillation can just maintain itself with steady amplitude. At
speeds of flow somewhat above the critical, a small accidental disturbance of the
airfoil can serve as a trigger to initiate an oscillation of great violence. In such
circumstances the airfoil suffers from oscillatory instability and is said to flutter.
Experiments on wing flutter show that the oscillation is self-sustained; i.e no
external oscillator or forcing agency is required. The motion can maintain itself or

grow for a range of wind speed which is more or less wide according to the design
of the wing and the conditions of the test.
For a simple cantilever wing, flutter occurs at any wind speed above the critical.
Flutter involving aileron (or any other primary control surface) motion, there may
be one or more ranges of speed for which flutter occurs, and these are bounded at
both ends by critical speeds at which an oscillation of constant amplitude can
maintain itself.
3.2 PHYSICAL SIGNIFICANCE
Flutter is an unstable oscillation which can lead to destruction. Flutter can occur
on fixed surfaces, such as the wing or the stabilizer, as well as on control surfaces
such as the aileron or the elevator for instance.
On an airplane, the wing attached to the fuselage has a natural structural

frequency. The relative wind and the aerodynamic force that it generates on the
wing represents the external force which is applied with a periodic frequency.
When the periodic frequency of the aerodynamic force is the same as the natural
structural frequency of the wing, the system enters resonance vibration and the
amplitude of the vibration becomes important. If it goes on for a certain time, the
wing will break.
The wing is a very flexible part of the airplane. While standing on the ground, you
can move the wing tip up and down very easily with your hands. So imagine now
the aircraft flying during the cruise while the total lift equals the weight of the
airplane: each wing is supporting half the weight of the airplane. Now let us say
that because of a gust the aircraft is shaken up and down, then the wings are
flapping up and down because of inertia. If the airplane is not subject to flutter,
then the vertical vibration of the wings is damped and it does not amplify.

Fig. 3.2 Flexing of the wing in flight challenging structural limits of the cantilever
beam.[𝟓]
However if the periodic vibration of the gust achieves the natural structural
frequency of the wing, it will enter resonance and the up and down deflection of
the wing will be increased, amplified, and eventually lead to its destruction. In
fact, when the wing tip is going down, a vertical relative airflow is hitting the
lower surface of the wing, increasing its angle of attack, increasing the upwards
aerodynamic reaction (Lift) on the wing tip. When the wing tip has reached its
lowest point, the extra Lift generated combined with the elasticity of the material
is accelerating the tip upwards just as a spring would do.
Now, while the wing tip is moving upwards, there is a downwards relative airflow
on the tip which is decreasing the angle of attack of the tip, thus decreasing the
magnitude of the Lift. When the tip reaches its highest point, the Lift is low or
even directed downwards. That negative lift is helped by the elasticity of the wing
and again, as a spring would do, the system is now accelerated downwards again.
If the frequency of the gust matches the natural structural frequency of the wing, a
vibration in resonance is developing, aeroelastic flutter takes place and the aircraft
will be flying by flapping his wings as a bird would do.

Fig. 3.3 Resonance Condition.[𝟑]
3.3 TYPES OF FLUTTER
Airfoils are used in many places on an airplane. The most obvious is the wing, but
airfoil shapes are also used in the tail, propellers and control surfaces such as
ailerons, rudders and stabilizers. These conditions must be analyzed and tested to
ensure that flutter does not occur.
There are other flutter behavior that must be considered when designing aircraft:
(a) Panel flutter
(b) Galloping flutter
(c) Stall flutter
(d) Limit cycle oscillations (L.C.O) or buzz
(e) Propeller or engine whirl flutter
There can also be flutter due to stores mounted on the wing.

Panel flutter can occur when a surface is not adequately supported (think of the
skin of an airplane acting like a drum head.
Galloping flutter, or wake vortex flutter, was the cause of failure of the Tacoma
Narrows Bridge.

Fig. 3.4 Tacoma Narrows Bridge undergoing flutter.[𝟑]
This phenomenon of Galloping flutter can be observed frequently along the

roadside when telephone and power lines “gallop” due to strong winds. Also
observed in car radio antenna aerials whipping under certain driving speeds. The
cause of the galloping motion is formation of wake vortices downstream of the
object. The vortices are shed alternately from one side of the object and then the
other. These cause oscillatory forces and produce the back-and-forth motion. This
type of flutter is an important design consideration for launch vehicles exposed to
ground winds. Stall flutter is a torsional mode of flutter that occurs on wings at
high loading conditions near the stall speed. Because the airflow separates during
stall, this single degree-of freedom flutter cannot be explained by classical flutter
theory

Fig. 3.5 Stall flutter.[𝟕]

Limit cycle oscillation (LCO) behavior is characterized by constant amplitude,
periodic structural response at frequencies that are those of the aeroelastically-
loaded structure. LCO is typically limited to a narrow region in Mach number or
angle-of attack signaling the onset of flow separation.
Fig. 3.6 Engine whirl flutter phenomenon snipping off the wing.[𝟏𝟎]
Engine whirl flutter is a precession-type instability that can occur on a flexibly

mounted engine-propeller combination. The phenomenon involves a complex
interaction of engine mount stiffness, gyroscopic torques of the engine and
propeller combination, and the natural flutter frequency of the wing structure.

3.4 CONTROL SURFACE FLUTTER
If a control surface oscillates about its hinge, oscillating forces are induced on the
main surface. For example, if a wing oscillates in bending at the same time as the
aileron oscillates about its hinge, flutter can occur provided there is a phase
difference between the two motions. In similar ways elevator and rudder flutter
can occur as the fuselage oscillates in bending. Other forms of control surface
flutter involve more than two different types of motion. Included in this category
are wing bending/aileron rotation/tab rotation and elevator rotation/fuselage
bending/rigid body pitching and translation of the complete aircraft.
It can be shown that control surface flutter can be prevented by eliminating the
inertial coupling between the control rotation and the motion of the main surface.
This may be achieved by mass balancing the control surface whereby weights are
attached to the control surface forward of the hinge line. All newly designed
aircraft are subjected early in the life of a prototype to a ground resonance test to
determine actual normal modes and frequencies. The primary objectives of such
tests are to check the accuracy of the calculated normal modes on which the flutter
predictions are based and to show up any unanticipated peculiarities in the
vibrational behavior of the aircraft.
Usually the aircraft rests on some low frequency support system or even on its
deflated tyres. Electrodynamic exciters are mounted in pairs on the wings and tail
with accelerometers as the measuring devices. The test procedure is generally first
to discover the resonant frequencies by recording amplitude and phase of a
selected number of accelerometers over a given frequency range.
Having obtained the resonant frequencies the aircraft is then excited at each of
these frequencies in turn and all accelerometer records taken simultaneously.
The knowledge of aeroelasticity became more widespread, as the aircraft speeds

are improved and the Aircraft structures are made stiffer to avoid the aeroelastic
interaction problems. The basic approach to analyze and control the aeroelastic
effects became centered on four general areas:
(a) Development of analytic and numerical studies for flutter and dynamic
vibrations.
(b) Experimental prototype testing using Wind- Tunnels (Low and High speeds).
(c) Ground vibration tests to check the natural frequencies and stiffness properties
of the actual Aircraft.
(d) Optimized techniques to do the flight testing of actual Aircraft.
This project will emphasize on finding the natural frequency values for different
types of control surface designs proposed. These design will be various
combinations of corrugated shapes, to optimize the vibrational and flutter
characteristics of the control surface.
3.5 FLUTTER SUPPRESSION

Aeroelastic instabilities such as flutter have been treated using Passive flutter
methods. Flutter prevention done using passive methods impart enough stiffness
to the main wings (dynamic mass balancing). The application of passive flutter
solutions, to increase the flutter speeds to an acceptable level required different
amount of increased structural weight. Such weight addition, of course, penalize
the aircraft by increasing the initial costs, reducing payload and range, and
increasing the direct operational costs throughout the operational life.
Consequently, there is considerable interest in developing better methods of
increasing flutter speeds which can be used in place of, or in combination with the
traditional passive methods.
Active flutter method is alternative to the passive flutter method. An active system
offers a means of artificially stiffening and damping the aircraft structure to
increase the flutter speed. This is done by using the aerodynamic control surfaces
which are actuated by control surface actuators through a feedback system control
law (feedback gain), which receives structural motion information from the
dynamic motion sensors. Flutter suppression anticipates that a designed feedback
stabilizes an unstable aeroelastic system with nonlinear torsion and bending
stiffness around nominal zero- pitch and plunge balance. It can set back the
commencement of L.C.O.

Aeroelastic Flutter Suppression - Multi Dimensional Approach
The sensor signals have contributions from all the excitation modes, and the
control surfaces influence those modes of vibration. A.F.S systems must stabilize
the flutter mode without destabilizing others. Thus, the determination of
appropriate combinations of sensor signals and dynamic compensator is a major
issue in the design of flutter restraint systems
Efforts were made by the NASA to identify the A.F.S in a realistic approach.
Active Controls Technology (BACT) wing is a benchmark was developed at
NASA Langley Research Centre, specifically to better understand the flutter
phenomenon and its suppression. In this method, the vibration frequency of an
airfoil section changes significantly as a function of Mach number and dynamic
pressure. It is modeled as a linear system; whose parameters depend on a linear
fractional manner adjacent to the dynamic pressure and Mach number. The design
of active control strategies for flutter suppression in an aeroelastic system,
consisting of a 2-D airfoil section dynamically coupled to the surrounding flow.
Fig. 3.7 Control surface and accelerometer location surveyed during synthesis of
arrow-wing AFS.[𝟖]

Active Flexible Wing (AFW) program : Modern airplanes incorporate flexibility

in their structural design to boost its performance, efficiency, or decrease its
weight and cost. Hence, the A.F.S problem has received much attention. This
program is also capable to emphasize, the need of A.F.S system to eliminate
aeroelastic instabilities of a flight vehicle.
Robust Adaptive Switching Control (RASC) scheme, fast switching between

the models and their equivalent controllers are endorsed to wrap the aero-
servoelastic system dynamics inside the flight envelope. The aeroservoelastic
system dynamics is modeled as a switched system. A RASC scheme is projected
for flutter suppression that improves the performance and allows system
parameters to vary fast.
Fig. 3.8 Calculated variation of damping in critical flutter mode with equivalent
airspeed for arrow-wing A.F.S.[𝟗]
****

CHAPTER-04
CORRUGATION
19
CORRUGATION
4.1 INTRODUCTION
The signature shape of corrugated panel is the key to its durable, yet lightweight,
characteristics which make it the perfect choice for many construction projects. In
the same way that the paper that makes up a cardboard box is strengthened by the
sheet of wavy paper sandwiched between two flat layers, sheets of metal can be
made stronger by corrugating, or folding the material to make ridges and grooves.
The wavy construction leads to increased strength over a shorter surface area.
4.2 BENEFITS OF CORRUGATION OF A PANEL/PLATE
High flexural strength and stiffness can be achieved by forming a thin panel into a
wave shape/corrugated shape perpendicular to the bending direction of primary
bending. The use of corrugated shapes to gain flexural strength and stiffness is
common in metal and reinforced plastic products.
Fig 4.1 Design of sinusoidal corrugation

Corrugated shape adds strength to lightweight materials. This means that a

lightweight metal like Aluminum, which may otherwise be too flimsy, can be
made sturdy enough to withhold years of beating in all kinds of weather.
Additional improvements such as galvanized metal, which protects it against
corrosion and rust, has allowed this sheet metal to evolve from a limited material
into one of the most sought-after materials available.
Fig. 4.2 Effects of Corrugation in mutually perpendicular directions.[𝟏𝟏]

4.4 APPLICATIONS OF CORRUGATION IN AEROSPACE
1. Corrugated diaphragms
“Diaphragm elements basically possess a corrugated profile. A smooth metal
diaphragm would deform plastically under loading and would therefore make a
precise pressure measurement impossible." With the introduction of corrugations
into the diaphragm structure the situation can be changed dramatically.
Corrugations in a diaphragm enable operation at larger displacements with
improved linearity. The corrugations can have sinusoidal, triangular, rectangular,
trapezoidal, and toroidal profiles. The profiles of corrugation have a small
influence on the behavior of the diaphragm. The depth of corrugation and material
thickness are the main factors influencing the behavior of diaphragm.
Depending on the profile shape, the characteristic of diaphragm as a function of

pressure and displacement may be linear, increasing, or decreasing. This
constitutes advantage of corrugated diaphragms over other types of manometric
elastic elements whose characterization is almost linear with pressure. Corrugated
diaphragms permit easy measurements of magnitude, which are related to
nonlinear pressure.
Fig. 4.3 Corrugated Diaphragms (real model ).[𝟏𝟑]

Fig. 4.4 Diaphragm gauge schematic diagram.[𝟏𝟑]
2. Corrugated horn for the spacecraft antenna system

A new design of composite corrugated horn of the spacecraft antenna is used in
spacecraft called the corrugated horn – A horn with parallel slots or grooves
covering the inside surface of the horn, transverse to the axis. Corrugated horns
have wider bandwidth and smaller side lobes and cross-polarization, and are
widely used as feed horns for satellite dishes and radio telescopes. The composite
horn prototype has good dimensional stability and can withstand the dynamic
loads and cyclic orbital thermal changes.
Fig. 4.5 Corrugated horn for spacecraft (prototype).[𝟏𝟒]

Fig. 4.6 Schematic of Corrugated type horn.[𝟏𝟒]
3. Corrugation stuffed shield for spacecraft

A corrugation stuffed shield system protects the spacecrafts against meteoroid and
orbital debris (M/OD). The corrugation stuffed shield (CSS) is more effective than
stuffed Whipple shield for M/OD protection, and its shielding performance will be
improved significantly as increasing the impact angle. Orbital debris up to 1 cm in
diameter can be shielded effectively as increasing the impact angle to 25° at the
corrugated angle of 30°. The results are significant to spacecraft design.
4. Corrugation for noise reduction

The exhaust jet is the major source of jet engine noise. This can be suppressed by
inducing a rapid or shorter mixing region. This reduces the low frequency level, it
may increase the high frequency noises, which are quickly absorbed by the
atmosphere. Thus the noise that does reach the listener outside is in the audible
range. This is achieved by increasing the contact area between the exhaust gas
stream and the atmosphere by using a nozzle incorporating a corrugated or lobe-
type noise suppressor.
Deep corrugations, lobes, or multi-lobes give the largest reduction in noise level,
but performance penalties limit the depth or number of corrugations or lobes.

Fig. 4.7 Corrugated internal mixer.[𝟏𝟕]
Fig. 4.8 Long type nozzle with corrugation.[𝟏𝟕]
*****

CHAPTER-05
DESIGN
26
DESIGN
DESIGN OF THE MODEL:
 Using Catia V5, create a plate with the required dimension of length, width and
thickness as 1650 mm, 127 mm and 2mm respectively.
 Select the start option in toolbar →mechanical design →part design.
 Select the sketch icon and the front plane. now a page with grids will be formed
.draw a rectangle of length =1650 mm, width=127 mm and thickness =2mm.
 After this step go to start menu and select mechanical design. in mechanical
design go to wireframe and surface design.
 Then go to insert menu and select operations and choose the join option and
select the geometry.
 Go to part design and select the pad option
Fig 5.1 pad definition option to give the length of extrusion.
 Select the geometry and extrude it by 127 mm and then click OK after the 3D
model is generated, save the file in stp format to analyse the model.

Dimensions obtained from real Cessna 172-skyhawk aircraft control

surface:
(Cessna aircrafts have control surface with corrugations)
Length of control surface plate (L) = 1645 mm
Width of control surface plate (W) = 127 mm
Height of corrugation (h) = 8 mm
Width of corrugation (w) = 9.5 mm
ANALYSIS OF THE PLATE:
 Open Mechanical APDL 14.5 workbench.
 List of options will be available to analyse the plate, double click modal option.
New window will be popped out
Fig 5.2 Modal analysis option window to specify the material type, load type, mesh type
and the solution.
Listing out the engineering data and selecting the type of material.
 Double click on engineering data.

 A new page will be opened and select general materials from the given options.

 Now select the aluminium alloy from the list of materials and give the values of
young’s modulus as 71 Gpa and poisson’s rati0 as 0.3 and density as 2770 kg/m3.
 Update project and return back to project.
 Go to geometry and double click on it, then new page will be opened.
 Go to file and select import geometry from external file.
 After this select Generate option and the model will be generated.
Fig 5.3 Engineering data sources to specify the values of young’s modulus, poisson’s
ratio and the material type.

Generation of geometrical model
Fig 5.4 Generated model with the specified dimensions.
Meshing of the model
 Double click on the model

 Select the geometry in the model and click the part. in the assignment, change
the material to aluminium alloy and select mesh
 In mesh give relevance as 100, relevance centre as fine and element size of 10
mm.
 Update and select generate mesh option and the mesh will be generated.
Fig 5.5 meshed model of the flat plate.

Specifying the model analysis parameters.
 Go to model option and select analysis settings

 And change the modes to 6 maximum mode shapes.
Fig 5.6 Analysis settings to specify the number of modes.
 Now go to the supports and select fixed support.

 Select the edge and apply the support.
 Click solve.
 Click solution, all frequencies corresponding to the mode shapes will be listed
out.
Fig 5.7 Analysed model with all 6 modes and frequency of all 6 mode shapes.

 Now select the lower most graph and select all.

 Right click on the graph and select create mode shape results.
 Then right click on the solution and select evaluate mode shape results.
 Then all the modal analysis related to the plate will be shown in the left side of the
screen and for each frequency the behaviour can be seen.
Flat plate:
Fig 5.8 Rectangular plate
Where,
Lx = length along x direction.
Ly = length along y direction.
CATIA V5 model of Sinusoidal corrugated plate:
Fig 5.9 Catia V5 model of Flat plate

ANSYS Workbench Analysis results:
Fig 5.10 Analysis of flate plate
Sinusoidal corrugation:
Fig 5.11 Sinusoidal Corrugation
Where,
Lx = length along x direction

Ly = length along y direction
C = Pitch
F = Height
CATIA V5 model of Sinusoidal corrugated plate:
Fig 5.12 Catia V5 model of sinusoidal corrugation
Trapezoidal corrugation:
Fig 5.13 Trapezoidal corrugation
Where,
Lx = length along x direction
Ly = length along y direction

C = Pitch
F = Height
Θ = Trough angle
CATIA V5 model of Trapezoidal corrugated plate:
Fig 5.14 Catia V5 model of trapezoidal corrugation
*****

CHAPTER-06
RESULTS AND DISCUSSION
36
RESULTS AND DISCUSSIONS
Case 1: Effect of corrugation height on the fundamental

frequency for different number of corrugations (sinusoidal
corrugation).
Specifications: Height analysis
Shape: Sinusoidal type corrugation.
No. of corrugation in each case: 5, 10, 15.
Height variation: 4, 8, 12 (mm)
• In first case we fix the number of corrugation as 5 and vary the height of
corrugation as mentioned above.
• For each value of height the corresponding frequency is noted.
• The procedure is repeated for different number of corrugations.
• Now the graph of “frequency” versus the “corrugation height” is plotted.
Fig 6.1 Sinusoidal corrugations, N=5, CH=4mm.

Inference of fig 6.1:This is analysed result of sinusoidally corrugated plate with No of

Corrugations=5, Corrugation Height=4mm and the first frequency obtained from this
specification is 150.87Hz
Fig6.2 Sinusoidal corrugations, N=5, CH=8mm.












Frequencies obtained by analyzing the above models (sinusoidal

corrugation)
Table 6.1: Effect of corrugation height on frequency for different number of

corrugations (Sinusoidal corrugations)
N=5 N = 10 N = 15
Height Height Height
Frequency 4mm 8mm 12mm 4mm 8mm 12mm 4mm 8mm 12mm
(Hz)
1 131.41 218.79 251.13 161.85 271.43 394.96 174.84 288.27 444.43

2 131.41 218.8 251.44 161.85 271.43 394.96 174.85 288.27 444.43
3 179.84 238.45 257.27 279.48 424.42 467.02 290.85 611.15 679.32
4 185.29 246.46 264.44 287.39 433.83 474.26 302.22 622.74 688
5 195.34 258.86 274.75 292.99 449.55 486.23 319.51 641.86 702.53
6 209.37 275.36 288.31 295.81 471.59 502.91 340.16 668.66 723.03

Graphical representation:
Fig 6.10 Effect of corrugation height on frequency for fixed number of corrugation
(N=5).
Fig 6.11 Effect of corrugation height on frequency for fixed number of corrugations
(N=10).

Fig 6.12 Effect of corrugation height on frequency for fixed number of corrugations
(N15)
Fig 6.13 Effect of corrugation height on fundamental frequency for different number of
corrugations. (Sinusoidal corrugations)

INFERENCE:
From the above curves the following set of conclusions can be drawn,
 Corrugation height has positive effect on natural frequency. ie. As we

increase the corrugation height, natural frequency of the plate also
increases.
 Number of corrugation has positive effect on natural frequency. ie. As we
increase the number of corrugation, the natural frequency of the plate also
increases.
 Hence we can conclude from the above results that the number of
corrugation should be more and corrugation height should also be more.
 For fundamental mode the maximum value of frequency 444.43 Hz is
obtained for corrugations of height 12mm and 15 number of corrugations.

Case 2: Effect of number of corrugations on the fundamental

frequency for different corrugation heights (sinusoidal
corrugation).
Specifications: Number of corrugation analysis
Shape: Sinusoidal type corrugation.
Height variation in each case: 4,8,12 (mm)
No. of corrugations: 5,10,15.
• In first case we fix the corrugation height as 15mm and vary the number of
• For each value of number of corrugation the corresponding fundamental

frequency is noted.
• The procedure is repeated for different corrugation heights.
• Now the graph of “frequency” versus the “number of corrugation” is plotted

Frequencies obtained from analyzing the above models:
Table 6.2: Effect of number of corrugations on frequency for different corrugation height
(Sinusoidal corrugations)
height Height Height

=4mm =8mm 12mm
N N N
Frequen 5 10 15 5 10 15 5 10 15
cy
(Hz)
1
131.41 161.85 174.84 218.79 271.43 288.27 251.13 394.96 444.43
2
131.41 161.85 174.85 218.8 271.43 288.27 251.44 394.96 444.43
3
179.84 279.48 290.85 238.45 424.42 611.15 257.27 467.02 679.32
4
185.29 287.39 302.22 246.46 433.83 622.74 264.44 474.26 688
5
195.34 292.99 319.51 258.86 449.55 641.86 274.75 486.23 702.53
6
209.37 295.81 340.16 275.36 471.59 668.66 288.31 502.91 723.03

Fig 6.14 Effect of number of corrugations on frequency for different corrugation heights
INFERENCE:

increase the number of corrugation, natural frequency of the plate also
increases.
increase the corrugation height, the natural frequency of the plate also
increases.
corrugation should be more and corrugation height should also be more.
obtained for corrugations of height 12mm and 15 number of corrugations.

Case 3: Effect of corrugation height on the fundamental

frequency for different trough angles (Trapezoidal
corrugation).
Specifications: Height analysis
Shape: trapezoidal corrugation.
Trough angle variation in case: 30, 45, 60 (degrees)
Corrugation height: 4, 8, 12 (mm)
• In first case we fix the trough angle as 30 degree and vary the corrugation height
as mentioned above.
• For each value of corrugation height the corresponding fundamental frequency is

noted.
• The procedure is repeated for different trough angles.
• Now the graph of “frequency” versus the “corrugation height” is plotted. (8mm)
Fig 6.15 Trapezoidal corrugations with N=5, CH=4mm and θ=300.

Inference of fig 6.15: This is the analyzed result of trapezoidally corrugated plate with
No of Corrugations=5, Corrugation Height=4mm ,trough angle =300 and the first
frequency obtained from this specification is 121.63Hz
Fig 6.16 Trapezoidal corrugations, N=5, CH=8mm and θ=300.

Fig 6.17 Trapezoidal corrugations, N=5, CH=12mm, θ=300.
Inference of fig 6.18:This is the analyzed result of trapezoidally corrugated plate with No
of Corrugations=5, Corrugation Height=4mm ,trough angle =450 and the first frequency
obtained from this specification is 118.74Hz


Fig 6.22 Trapezoidal corrugations, N=5, CH=8mm, θ=600
frequency obtained from this specification is 140.09Hz.

Hz
Fig 6.24 Trapezoidal corrugation with ϴ=30 ,NC=10 and CH=4mm.


Fig 6.27 Trapezoidal corrugation with ϴ=45,NC=10 and CH=4mm.

Fig
6.29 Trapezoidal corrugation with ϴ=45 ,NC=10 and CH=12mm.
No of Corrugations=10, Corrugation Height=12mm ,trough angle =45 0 and the first

Fig 6.32 Trapezoidal corrugation with ϴ=60,NC=10 and CH=12mm

Frequencies obtained from the analysis of above cases:
For Number of corrugation N = 15
Table 6.3: Effect on corrugation height on frequency for different trough angles at fixed
number of corrugation N=15 (Trapezoidal corrugation)
30 45 60
degree degree degree
Height Height Height
Frequency 4mm 8mm 12mm 4mm 8mm 12mm 4mm 8mm 12mm
(Hz)
1
161.95 326.9 541.65 146.42 282.39 451.88 133.83 242.47 380.82
2
162.04 326.9 541.65 146.49 282.39 458.79 134.27 245.19 380.95
3
173.36 360.04 583.44 152.67 297.24 479.61 138.4 248.79 384.37
4
177.95 363.95 588.35 158.01 300.66 483.31 144.46 254.54 388.36
5
185.37 370.53 595.86 166.09 306.49 489.45 153.19 262.73 394.2
6
195.7 379.93 606.18 177 314.65 498.09 164.7 273.47 401.99

Fig 6.33 Effect of corrugation height on fundamental frequency for different trough
angle for fixed N = 5 (trapezoidal corrugation)
angle for fixed N = 10 (Trapezoidal corrugation)

angles for fixed N = 15 (Trapezoidal corrugations)
INFERENCE:

increases.
increases.
 Trough angle has negative effect on natural frequency. ie. As we increase
the Trough angle, the natural frequency of the plate decreases.
corrugation should be more and corrugation height should also be more
and the trough angles should be less.
obtained for corrugations of height 12mm, 15 number of corrugations and
trough angle 30 degrees.

Case 4: Effect of number of corrugations on the fundamental

frequency for different trough angles (Trapezoidal
corrugation).
Specifications: Number of corrugation
Shape: trapezoidal corrugation.
Trough angle variation in case: 30, 45, 60 (degrees)
No. of corrugation: 5, 10, 15.
• In first case we fix the trough angle as 45 degree and vary the number of
• For each value of number of corrugation the corresponding fundamental

frequency is noted.
• The procedure is repeated for different trough angles.
• Now the graph of “frequency” versus the “number of corrugation” is plotted.




Fig 6.43 Trapezoidal corrugation with ϴ=60 ,NC=15 and CH=8m
Fig 6.44 Trapezoidal corrugation with ϴ=60 ,NC=15 and CH=12mm

Frequencies obtained from the analysis of above cases:
For height 12mm
Table 6.4: Effect of number of corrugation on frequency for different trough angles at
fixed corrugation height H=12mm (Trapezoidal corrugation)
30 45 60
degree degree degree
N N N
Frequency 5 10 15 5 10 15 5 10 15
(Hz)
1
165.93 444.14 541.65 156.96 342.11 451.88 153.72 270.77 380.82
2
165.93 444.14 541.65 157.02 347.48 458.79 153.76 271.24 380.95
3
179.49 499.5 583.44 166.05 394.7 479.61 160.71 284.28 384.37
4
180.45 501.6 588.35 167.72 395.78 483.31 162.5 285.9 388.36
5
181.38 505.71 595.86 169.26 397.4 489.45 164.12 289.17 394.2
6
315.13 512.43 606.18 287.78 399.35 498.09 277.81 293.47 401.99

Fig 6.45 Effect of number of corrugation on fundamental frequency for different trough
angle for fixed height of 12mm. (Trapezoidal corrugation)

INFERENCE:

increases.
increases.
 Trough angle has negative effect on natural frequency. ie. As we increase
the Trough angle, the natural frequency of the plate decreases.
corrugation should be more and corrugation height should also be more
and the trough angles should be less.
obtained for corrugations of height 12mm, 15 number of corrugations and
trough angle 30 degrees.
*****

70
CONCLUSIONS:
• From the above analysis of the graphs it is clear that creating corrugations will
increase the flexural rigidity and hence natural frequency of the plate structure.
• The analysis of various geometric parameters of corrugations results in the

following set of conclusions:
• Corrugation height has positive effect on natural frequency of the structure, ie. as
we increase the corrugation height, natural frequency of that structure also
increases for both sinusoidal and trapezoidal corrugations.
• Number of corrugation has positive effect on natural frequency of the structure ie.
as we increase the number of corrugation, the natural frequency of that structure
also increases for both sinusoidal and trapezoidal corrugations.
• In case of Trapezoidal corrugations the trough angle has negative effect on natural
frequency of the structure.
• From the results obtained we can conclude that trapezoidal corrugations are better
than sinusoidal corrugations for increasing the natural frequency of the structure
and hence to save our control surface from destruction due to flutter.
• From the results obtained by considering the Flat plate, the maximum first natural
frequency obtained is 108.45 Hz.
• From the results obtained by considering the sinusoidal corrugation, the maximum
first natural frequency obtained is 444.43 Hz with number of corrugations as 15
and corrugation height as 12mm.
• From the results obtained by considering the trapezoidal corrugations, the

maximum first natural frequency obtained is 541.65 Hz with the number if
corrugations as 15, trough angle as 30 and corrugation height as 12mm.
71
• So, when the flat plate results are compared with the sinusoidal corrugation
results, it is evident from the results that the highest first frequency obtained from
the sinusoidal corrugation is approximately 4 times greater than that of the first
frequency obtained from the flat plate results.
• Likewise, when the flat plate results are compared with the trapezoidal
corrugation results, it is evident from the results that the highest first frequency
obtained from the sinusoidal corrugation is approximately 5 times greater than
that of the first frequency obtained from the flat plate results.
• So it is evident from the results that trapezoidally corrugated plate provides higher
first natural frequency than the first natural frequency obtained from the
sinusoidally corrugated plate.
FUTURE SCOPE FOR WORK:
Thermal expansion forms the utmost important factor in the region of components where
the influence of thermal fatigue causes significant changes in the material performance.
this is the field where the corrugated plates and the designs will be very useful in
overcoming the ambiguities
For example in the engine nacelle and cowling, where large variations of thrust which is a
direct function of exit gas temperature will be observed from during take-off, climb,
cruise and landing.
So by introducing the corrugated plates in these areas will show a significant reduction in
thermal expansion, hence increasing the endurance of the material and also increasing the
natural frequency of the material by avoiding the resonance, thereby avoiding the failure
of material.
It can also be used to cool the gases entering the diffuser, due to the space provided in the
plates, rate at which the heat transmitted to the atmosphere will be low, thereby allowing
the component to cool by design considerations.
The next scope for the future is that noise reduction or entering the field of acoustics and
to decrease the noise distribution in some areas of interest.
72
Flexible wing concept is the solution to the flutter. The main aspect of this wing is such
that, when the wing oscillates 180 degree or more than 180 degree out of phase the wing
will auto correct the oscillations using the concept of flexibility. If corrugations are
applied here significant reduction in weight will be observed which will result in increase
in the natural frequency of the wing.
*****
73
REFERENCES
1] Zhi-jia Zhang , Bin Han, Qian-cheng Zhang ,and Feng Jin. “Free vibration
analysis of sandwich beams with honeycomb-corrugation hybrid cores”
a. A State Key Laboratory for Strength and Vibration of Mechanical
Structures, Xi’an Jiaotong University, Xi’an 710049, PR China b MOE
Key Laboratory for Multifunctional Materials and Structures, Xi’an
Jiaotong University, Xi’an 710049, PR China c School of Mechanical
Engineering, Xi’an Jiaotong University, Xi’an 710049, PR China
2] B. Nagaraj Goud, G. Sai Sathyanarayana, S. Shailesh Babu, T B S Rao.”

Dynamic Aero elastic (Flutter) Instability Characteristics of an Aircraft Wing”
a. International Journal of Engineering and Innovative Technology (IJEIT)
Volume 4, Issue 12, June 2015
3] Mechanical vibration, Goga Vladimir Elektrotechnika, Strojarstvo
4] Prashant D. Patel , Prof. Ashish Pawar , Prof. G.E Kondhalkar,” Effect of

Shape on Vibration Characteristics of Automotive Side Panel”
5] Jie Zeng “Flutter prediction for flight/wind-tunnel flutter test under

atmospheric turbulence excitation” Journal of aircraft”, Vol. 50, No. 6,
November-december 2013,
6] Bruce Ralphin Rose J and Jinu G R “A Study on Aeroelastic Flutter

Suppression & its Control Measures –Past and Future” International Journal of
Engineering and Technology (IJET), Vol. 6, No. 2, Apr-May 2014, ISSN :
0975-4024
7] Stall flutter for an Isolated Airfoil “introduction to aeroelasticity/dynamic

aeroelasticity”
8] Denis B. Kholodar, Jeffrey P. Thomas, Earl H. Dowell, and Kenneth C.

Hall. “Parametric study of flutter for an airfoil in in viscid transonic flow”.
Journal of aircraft. Vol 40, no. 2, march-April 2003.
9] Mayuresh J. Patil.” From fluttering wings to flapping the energy

connection”. Journal of aircraft, vol. 40, no. 2, march-April 2003.
10] Ronald O. Stearman, Glen H. Schulze, Sytuart M. Rohre, Monte C.

Buschow, “Aircraft damage detection from acoustic signals found by a
74
cockpit voice recorder” Aerospace Eng. And Eng. Mechancis Dept. The
university of Texas at Austin. Austin, Texas 78712,popular version of paper
2pSA1
11] H.Mohammadi, S.Ziaei-Rad and I.Dayyani “An equivalent model for

trapezoidal corrugated cores based on homogenization method” Composite
Structures 131 (2015) 160–170, 6 May 2015,
12] Adil Yucel and Alaeddin Arpaci, “Theoretical and experimental vibration
analyses of trapezoidal and sinusoidal corrugated plates”, Journal of Vibration
and Control 2015, Vol. 21(10) 2006–2026 ! The Author(s) 2013 Reprints and
permissions: sagepub.co.uk/journalsPermissions.nav DOI:
10.1177/1077546313504978
13] Matthew Kampner, Joachim L. Grenestedt.” On using corrugated skins to

carry shear in sandwich beams”, composite structure 85 (2008) 139-148.
14] E.V. Morozov a , A.V. Lopatin , V.B. Taygin, “Design, analysis,

manufacture and testing of composite corrugated horn for the spacecraft
antenna system”, school of Engineering and Information Technology,
University of New South Wales at the Australian Defence Force Academy,
Canberra, Australia Department of Aerospace Engineering, Siberian State
Aerospace University, Krasnoyarsk, Russia
15] Nabeel Alshabatat “Design of Corrugated Plates for Optimal Fundamental

Frequency”, Department of Mechanical Engineering, Tafila Technical
University, Tafila 66110, Jordan Correspondence should be addressed to
Nabeel Alshabatat; nabeel963030@yahoo.com Received 28 March 2016;
Revised 16 June 2016; Accepted 27 June 2016
75
17] Zhi-Guang Song, Feng-Ming Li, “Active aeroelastic flutter analysis and
vibration control of supersonic composite laminated plate”, School of
Astronautics, Harbin Institute of Technology, P.O. Box 137, Harbin 150001,
China https://doi.org/10.1016/j.compstruct.2011.09.005
18] Noise control/suppression,Purdue school of Aeronautics and Astronautics
19] M.A. Kouchakzadeh , M. Rasekh , H. Haddadpour , “Panel flutter

analysis of general laminated composite plates” Dept. of Aerospace
Engineering, Sharif University of Tech., Azadi Ave., PO Box: 11155-8639,
Tehran, Iran Dept. of Mechanical Engineering, Tafresh University, Tafresh,
Iran https://doi.org/10.1016/j.compstruct.2010.05.001
*****
76

Dynamic Analysis of Corrugated Control Surface For Flutter Supression

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A Project Report

“DYNAMIC ANALYSIS OF CORRUGATED CONTROL

VISVESVARAYA TECHNOLOGICAL UNIVERSITY

(Month and year of submission: JUNE 2019)

Department of Aeronautical Engineering

In partial fulfillment for the award of degree of Bachelor of Engineering in

Mr. PUNITH R Prof. S C Gupta DR. NAGARAJ

Name of Examiners: Signature with date:

hereby declare that the entire work titled “DYNAMIC ANALYSIS OF

PRASHANTH A TELKAR (1MJ15AE066)

In addition, We want to thank, Prof. S C GUPTA Head of the Department of

4.2 BENEFITS OF CORRUGATION OF A PANEL/PLATE

4.3 APPLICATIONS OF CORRUGATION IN AEROSPACE

Department of Aeronautical Engineering, MVJCE, Bengaluru v

CONCLUSIONS AND FUTURE SCOPE FOR WORK

Department of Aeronautical Engineering, MVJCE, Bengaluru vi

Fig Description Page

4.7 Corrugated internal mixer 25

5.8 Rectangular plate 32

5.9 Catia V5 model of Flat plate 32

Department of Aeronautical Engineering, MVJCE, Bengaluru vii

5.10 Analysis of flat plate 33

6. 10 Effect of corrugation height on frequency for fixed number of 43

6.20 Trapezoidal corrugations, N=5, CH=12mm, θ=450. 52

6.21 Trapezoidal corrugations, N=5, CH=4mm, θ=600. 53

Department of Aeronautical Engineering, MVJCE, Bengaluru viii

6.26 Trapezoidal corrugation with ϴ=30 ,NC=10 and CH=12mm. 55

6.27 Trapezoidal corrugation with ϴ=45,NC=10 and CH=4mm. 56

6.28 Trapezoidal corrugation with ϴ=45 ,NC=10 and CH=8mm. 56

6.29 Trapezoidal corrugation with ϴ=45 ,NC=10 and CH=12mm. 57

6.30 Trapezoidal corrugation with ϴ=60 ,NC=10 and CH=4mm. 57

6.33 Effect of corrugation height on fundamental frequency for different 60

6.41 Trapezoidal corrugation with ϴ=45,NC=15 and CH=12mm. 65

6.44 Trapezoidal corrugation with ϴ=60 ,NC=15 and CH=12mm 66

6.45 Effect of number of corrugation on fundamental frequency for 68

Department of Aeronautical Engineering, MVJCE, Bengaluru ix

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Fig. 1.1 Wing vibration mode shapes.[𝟏]

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So one of the ways to suppress the fluttering phenomenon is by increasing the

1.2 PROJECT OBJECTIVES

 Effect of corrugation height on the fundamental frequency for different number of

1.3 SCOPE OF THE WORK

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1.4 PROBLEM STATEMENT

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1. Free vibration analysis of sandwich beams with honeycomb-corrugation

2. Theoretical and experimental vibration analyses of trapezoidal and

3. Effect of Shape on Vibration Characteristics of Automotive Side Panels

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Author: Prashant D. Patel, Prof. Ashish Pawar, Prof. G.E Kondhalkar

4. Panel Flutter Analysis Of General Laminated Composite Plates

5. Active aeroelastic flutter analysis and vibration control of supersonic

Conclusion: Use of corrugated sheets over supersonic laminated composite plate

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Fig. 3.1 Oscillation of wing under the influence of various forces.[𝟑]

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3.2 PHYSICAL SIGNIFICANCE

On an airplane, the wing attached to the fuselage has a natural structural

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Fig. 3.3 Resonance Condition.[𝟑]

3.3 TYPES OF FLUTTER