ZAERO Basic Training

ZAERO Basic Training
ZONA TECHNOLOGY INC

9489 E. Ironwood Sq. Dr. • Scottsdale, AZ 85258 • www.zonatech.com
1-5 © 2009 by ZONA Technology, Inc. ZONA Technology, Inc.
Table Of Contents
1 ZAERO Overview……………………………………………………………………………………………………………………………………………………………….. 1– 1
2 ZAERO Input Data Structure………………………………………………………………………………………………………………………………………………. 2– 1
3 Aeroelasticity in ZAERO……….................................................................................................................................................... 3– 1
4 AIC Matrix Generation ............................................................................................................................................................. 4– 1

4.1 Theory of Unsteady Aerodynamic Panel Methods..……………………………………………………………………………………………………. 4– 1
4.2 Bulk Data Card Input…………………………………………………………………………………………………………………………………………………… 4 – 71
5 Aerodynamic Guidelines…………………………………………………………………………………………………………………………………………………… 5– 1
5.1 Aerodynamic Modeling Guidelines (I)………………………………………………………………………………………………………………………… 5– 2
5.2 Aerodynamic Modeling Guideline (II)…………………………………………………………………………………………………………………………. 5 – 50
6 Spline…………………………………………………………………………………………………………………………………………………………………………........ 6– 1
7 Flutter……………………………………………………………………………………………………………………………………………………………………….......... 7– 1
7.1 Flutter Solution methods……………………………………………………………………………………………………………………………………………. 7– 1
7.2 Bulk Data Card Input For Flutter Analysis……………………………………………………………………………………………………………………. 7 – 10
7.3 Flutter Analysis Guidelines…………………………………………………………………………………………………………………………………………. 7 – 29
7.4 Mass Increment Method for Rapid Flutter Analysis of Massive Aircraft/Store Configurations……………………………………. 7 – 40
8 Static Aeroelastic/Trim Analysis………………………………………………………………………………………………………………………………........... 8– 1
8.1 Static Aeroelastic/Trim Analysis: Theoretical Background…………………………………………………………………………………………… 8– 1
8.2 Static Aeroelastic Analysis: Trim Analysis and Bulk Data Card Input……………………………………………………………………………. 8 – 13
i-2 © 2020 by ZONA Technology, Inc. Amanda Shared/Presentations ZONA T E C H N O L O G Y INC

Section 1
ZAERO Overview
1-1 © 2020 by ZONA Technology, Inc. Amanda Shared/Presentations ZONA T E C H N O L O G Y INC

ZAERO Software System
 ZAERO is a software system that integrates the essential disciplines required for
aeroelastic design/analysis.
Executive Control 17
User Direct Access • FLUTTER • ASE • TRIM • NLFLTR

to Data Entities 14 • MLOADS • ELOADS • GLOADS
Aerodynamic Model Aeroelastic Analysis

Definition HFG & Sensitivity
• CAERO7 Module
• BODY7 Flutter Aeroservoelasticity
ZDM Database (g-method) (ASE)
FEM/Aero Spline Input
3D Spline
• SPLINE1 • SPLINE3 Module • UAIC matrices of M, k pairs Flight Loads Maneuver Loads
• SPLINE2 • ATTACH • Gust force vectors (TRIM) (MLOADS)
• Control surface aerodynamic
force vectors
Flight Condition • 3-D spline matrix
Definition
Ejection Loads Gust Loads
• MKAEROZ UAIC (ELOADS) (GLOADS)
- Mach Numbers Module
- List of reduced frequencies
- Method flag for ZONA6/7,
Modal Data
ZTRAN, ZONA7U Importer Nonlinear Flutter Sensitivity
- Mean flow conditions in (NLFLTR)
terms of α,β, p, q, r, and δ
Graphic/Analysis Output
Structural Finite Element (FEM) Modal Output File
(PATRAN, FEMAP, TECPLOT,
(NASTRAN, ASTROS, IDEAS, ELFINI, ANSYS)
ANSYS, EXCEL, PEGASUS)

High Fidelity Geometry (HFG) Module (I)
 The HFG module is capable of modeling full aircraft configuration with stores and/or
nacelles. A complex aircraft configuration can be created by the HFG module by
means of wing-like and body-like definitions.

High Fidelity Geometry (HFG) Module (II)
 The HFG module is capable of modeling full aircraft configuration with stores and/or
nacelles. A complex aircraft configuration can be created by the HFG module by
means of wing-like and body-like definitions.

3D Spline Module
 The 3D Spline module establishes the displacement/force transferal between the
structural Finite Element Method (FEM) model and the ZAERO aerodynamic model. It
consists of four spline methods that jointly assemble a spline matrix. These four spline
methods include:
• Thin Plate Spline • Beam Spline
• Infinite Plate Spline • Rigid Body Attachment
Structural Mode Shapes Interpolated Mode Shapes

FEM AERO

ZAERO/UAIC Module
 One of the major strengths of the ZAERO software system is its ability to generate
Unified Aerodynamic Influence Coefficient (UAIC) matrices for a complete aircraft
configuration at any Mach number.
 Five aerodynamic codes (also referred to as methods) are incorporated in the ZAERO
software system that covers the entire Mach number range.
• ZONA6: Subsonic Unsteady Aerodynamics
• ZSAP: Sonic Acceleration Potential Method
• ZTRAN: Transonic Unsteady Aerodynamics Using Overset Field-Panel Method
• ZONA7: Supersonic Unsteady Aerodynamics
• ZONA7U: Hypersonic Unsteady Aerodynamics
ZAERO/UAIC
Wing/Body with External Stores

ZONA7U
ZONA7
ZONA6
ZTRAN
Geometric Fidelity
ZSAP at M = 1.0
Lifting Surface
ZONA51
DLM
NASTRAN
Subsonic Transonic Supersonic Hypersonic

Mach Number Range

Aeroelastic Analysis Module
 Flutter Analysis Module
• Two flutter solution techniques: g-method and k-method
 Aeroservoelasticity (ASE) Module
• Rational-function approximation of the unsteady aerodynamics
• Aeroelastic State-Space Model and Control System Model
• State-Space Open- and Closed-loop flutter analysis
• Frequency-domain closed-loop flutter analysis
 Trim Module
• The modal approach for solving the trim system of the flexible aircraft
• Determined and Over-determined trim system
 Maneuver Loads (MLOADS) Module
• Transient maneuver loads analysis due to the pilot input command
• Output the loads in the Nastran FORCE and MOMENT bulk data card format
 Ejection Loads (ELOADS) Module
• Transient ejection loads analysis due to store ejections
 Gust Loads (GLOADS) Module
• Transient response analysis due to a discrete/continuous gust
 Nonlinear Flutter (NLFLTR) Module
• Nonlinear flutter analysis for an aircraft with structural nonlinearity
• Nonlinearities can be specified through user defined nonlinear parameters such as:
displacement, velocity, acceleration, element force, modal stress, etc.

How To Run ZAERO
• In the directory where the input file and the structural Finite Element Method (FEM)
output file (the free vibration solutions of the FEM model) reside, type the following
command at the Unix prompt or Windows MS-DOS prompt:
ZAERO <inputfilename> <outputfilename>
where <outputfilename> is optional. An example is shown as follows:
ZAERO myjob.inp myjob.out
• All output files will be placed in the same directory where the job was submitted after
the program terminates.
• To view the available script file command line options, please use the –help switch, e.g.
ZAERO -help
• The following optional command mutes the “beep” sound after job termination.
ZAERO notify=no myjob.inp

ZAERO Software System File Processing
AERODYNAMIC INFLUECE
COEFFICIENT (AIC) MATRICEIS
- Optional for restart capability
INPUT FILE OUTPUT FILE

myjob.inp myjob.out
ZAERO
FEM OUTPUT FILE SOFTWARE LOGFILE

Free vibration solution myjob.log
- NASTRAN, ASTROS, I-DEAS, or
Free Format
SYSTEM
DIRNAME.FIX PLOT FILES
- Pathname where run-time - Aerodynamic model
database files are executed
- Unsteady pressure
- Flutter mode shapes
- Interpolated mode shapes
ZONA License RUN-TIME DATABASE
Server (ZLS)
- License.dat Database Entity Scratch Files
- Check-out and Check-in Deleted Upon Termination
token

ZONA License Server (ZLS)
• Supports both floating + node locked licensing (Windows and Linux)
• Java based application (on both server and client side)
• Requires Java (JRE or JDK) version 1.6 or higher
• Communicates over port 3333
• Requires SafeNet dongle attached to server
Floating License Installation Node-Locked License Installation

ZLS Server Side software installed on Both ZLS Server + ZLS Client Side
one machine on the network software installed on a single user
machine
ZLS Client Side software installed on

user machines connected to the
network (i.e., where ZONA CAE
software is installed)
1 - 10 © 2020 by ZONA Technology, Inc. Amanda Shared/Presentations ZONA T E C H N O L O G Y INC
Avoiding Locked Tokens (on the Client)
• The ZONA CAE software script program (e.g., zaero.exe, zonair.exe, astros.exe etc.)
checks out a license (or token) when a job is launched and checks the token back in
when the job terminates.
• For an abnormal termination (e.g., power failure), the token will not be checked back
into ZLS. This leads to a “locked token” situation.
• To avoid locked tokens, the proper ways to terminate a running job are:
Method 1: (Preferred method)

Note: Linux is the same process.
You can use ps –e to view the current processes
and
the “kill” command to end a running process.
Use task manager to identify the current running

process and right mouse click to “End task”
MAKE SURE YOU SELECT THE “xxxxxBIN” FILE
AND NOT THE SCRIPT FILE (E.G. SELECT
ZAEROBIN.EXE)
DO NOT SELECT ZAERO.EXE!!

Method 2: (Ctrl-C)
The script program can catch a “Ctrl-C” event. In this situation, the script program checks
the token back into ZLS before shutting down. Therefore, a second method is to press
Ctrl-C within the command window running the ZONA CAE software.
Note: Linux is the same process as in Windows.

Simply use Ctrl-C within the command window
running the ZONA CAE software.

Method 3: (Restart ZLS)
Sometimes a token is not checked back into ZLS. For example during a power failure of if
the user closes the command window prematurely (i.e., before the script program can check
back the token). Note that you should never close the command prompt window while a job
is running.
DO NOT CLOSE THE
WINDOW WITH THE X TO
TERMINATE A RUNNING
JOB!!
In this event, two options can be used to check back the locked token.
1. Within the ZONA CAE software, there is a folder called ZLS\log. Within this folder
there is a cleanup utility, called cleanup.exe on Windows and cleanup on Linux, that
can be run to check in locked tokens. This does not always work however if the token
files was not properly written.
2. In this event, the ZLS Server must be restarted. CAUTION: There is no problem to
restart the ZLS Server except if other ZONA CAE Software jobs are currently running.
In this case, restarting ZLS will terminate all currently running jobs and they would
need to be re-submitted!
FINAL NOTE: Left over tokens that are not checked back into ZLS after restarting ZLS
can be deleted manually as they are no longer needed. These files are located in the
ZLS\log folder and appear as the following example: log-001-20180514--11-24-33

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Section 2
ZAERO Input Data Structure

ZAERO Input Data Structure
Very Similar to NASTRAN
$ TEST CASE
$ ZAERO INPUT Leading comments (initiated with $) are allowed
$ DATA STRUCTURE
Executive Control Section

ASSIGN FEM=<filename>, FORM=<form>, BOUNDARY=<type>, PRINT=<print>
ASSIGN MATRIX=<filename>, FORM=<form>, MNAME=<name>, PRINT=<print>
DIAG <values>
CEND
Case Control Section

TITLE = <title>
ECHO = <sort/nosort>
SUBCASE = <number>
SUBTITLE = <subtitle>
LABEL = <label>
FLUTTER = <number>
………
………
BEGIN BULK
Bulk Data Section

$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$ ACSID XZSYM FLIP FMMUNIT FMLUNIT REFC REFB REFS $
AEROZ 0 YES NO SLIN IN 100.0 200. 10500. +AERO
$ REFX REFY REFZ
+AERO 33.333 0. 0.
………
………
ENDDATA

Definition of “SET” for Structural and Aerodynamic Models
 Structural Finite Element Model

• G-set: 6 × (No. of grid points)
– Each grid point has 6 degree of freedom (d.o.f.) represented by
{T1,T2,T3,R1,R2,R3} for displacements along and rotations about the x, y,
and z directions defined in the local coordinate system.
• A-set: Analysis set
– The number of d.o.f. by excluding SPC, MPC, and O-set d.o.f. from G-set.
• h-set: number of structural modes
 Aerodynamic Model
• J-set: number of aerodynamic boxes
• K-set: 6 × J-set
– For displacement: Each aerodynamic boxes has 3 displacements hx, hy, and hz
(displacement along x, y, and z) and 3 slopes ∂hx/∂x, ∂hy/∂x, and ∂hz/∂x (slope of hx, hy, and
hz w.r.t. the x-axis).
– For aerodynamic force: Each aerodynamic boxes has 3 forces Fx, Fy, and Fz (forces along
x, y, and z) and 3 zero moments.
• C-set: number of aerodynamic control surfaces

 The Executive Control Section allows the following Executive Control Commands:
Command Description Remark
ASSIGN FEM = Structural Modal Data Importer Required

ASSIGN MATRIX = Direct matrix input by OUTPUT4 format Optional
CEND End of Executive Control Section Required
CPU Defines the number of processors for parallel computation. Optional
DIAG Diagnostic Output Options Optional
Convert entire computation from single precision to double
DOUBLE precision on 32 bit computers
Optional
Maximum memory in terms of megabytes that is allocable by ZAERO

MEMORY from the heap space
Optional
Deactivates the ZTRAN method for anti-symmetric or symmetric AIC

NO ANTI or NO SYMM matrix generation
Optional
Required for
GENGUST Gust aerodynamic generation
gust analysis
SENSITIVITY Outputs Sensitivities to an External ASCII File Optional
SOLUTION Alter the solution sequence Optional
SUBAC50 Moves the aerodynamic center from 25% to 50% mid-chord Optional
$ Comment Statement Optional

Executive Control Section (Example)
$ Imports FEM modal solution, required
ASSIGN FEM=f16anti.f06, FORM=MSC, BOUNDARY=SYMMETRIC,
PRINT=0, SUPORT=-123
$ Imports a matrix in OUTPUT4 format, optional
ASSIGN MATRIX=f16.mgh, MNAME=SMGH, FORM=FORMAT, PRINT=1
DIAG 1,2,3
Ending comma
DOUBLE signifies a
GENGUST continuation line
MEMORY 256MB
SOLUTION –1
$ Comments beginning with ($) are allowed!
CEND
80 columns

“ASSIGN FEM =” Command
Required Command
At least one “ASSIGN FEM =” command must exist, but no more than two can be specified.
Format:
ASSIGN FEM=‘a’,FORM=‘b’,BOUNDARY=‘c’,PRINT=n,SUPORT=m/L,ASET=‘d’
Example 1:
ASSIGN FEM=demo1s.f06, FORM=MSC, BOUNDARY=SYM, PRINT=1, SUPORT=135
ASSIGN FEM=demo1a.f06, FORM=MSC, BOUNDARY=ANTI, PRINT=1, SUPORT=246
Example 2:
ASSIGN FEM=../export/home/zaero/demo2.f06, BOUNDARY=ANTI,
SUPORT=-246/3000, ASET=YES
Remark 1
For NASTRAN, the following command must exist in the case control section
ECHO = SORT or BOTH
SOL 103 ZAERO requires the following information from the FEM output file:
If ASET=YES, → grids, coordinate transformations, natural frequencies,
SVECTOR=ALL generalized mass and stiffness, and mode shapes.
If ASET=NO, → ZAERO does not need to know the connectivity and property
cards of the FE model. The following NASTRAN command can
DISP=ALL or DISP=n
generate a NASTRAN output file without the above cards.
ECHO=SORT (CORD1C, CORD1R, CORD2C, CORD2R, CORD2S, GRID, SPOINT)
It should be noted that omitting structural grids by using DISP = n or SVECTOR = ALL may also exclude some structural masses if
masses are attached to these omitted structural grids. This may give discrepancy in the distributed inertial loads computation that
is normally a part of trim analysis and dynamic loads analysis. Therefore, it is the user’s responsibility to ensure all structural
masses are included in a ZAERO analysis.

“ASSIGN FEM =” Command (cont.)
 Sample case of MSC.NASTRAN SOL 103 output file:
0 N A S T R A N E X E C U T I V E C O N T R O L E C H O
SOL 103
CEND
0 C A S E C O N T R O L D E C K E C H O
1 ECHO=SORTED
2 DISP = ALL
3 METHOD = 20
4 SPC = 10
5 BEGIN BULK
0 S O R T E D B U L K D A T A E C H O
COUNT . 1 .. 2 .. 3 .. 4 .. 5 .. 6 .. 7 .. 8 .. 9 .. 10 .
1- ASET1 3 10101 THRU 10104
.........
16- GRID 10101 0.0 30.000 0.0
ENDDATA
R E A L E I G E N V A L U E S
MODE EXTRACTION EIGENVALUE RADIANS CYCLES GENERALIZED GENERALIZED
NO. ORDER MASS STIFFNESS
1 1 8.399865E+02 2.898252E+01 4.612711E+00 1.000000E+00 8.399865E+02
.........
5 5 2.008154E+05 4.481243E+02 7.132120E+01 1.000000E+00 2.008154E+05
CYCLES = 4.612711E+00 R E A L E I G E N V E C T O R N O . 1
POINT ID. TYPE T1 T2 T3 R1 R2 R3

10101 G 0.0 0.0 2.438916E-01 -1.046505E-03 1.388628E-02 0.0
.........
20000 G 0.0 0.0 0.0 0.0 0.0 0.0
CYCLES = 1.169717E+01 R E A L E I G E N V E C T O R N O . 2
POINT ID. TYPE T1 T2 T3 R1 R2 R3

10101 G 0.0 0.0 -2.248838E-01 -2.775307E-02 -1.129584E-02 0.0
.........
20000 G 0.0 0.0 0.0 0.0 0.0 0.0

Remark 2
 FORM specifies the FEM solver that generates the structural output file:
‘MSC’ for MSC.NASTRAN or NX.NASTRAN. ‘NE’ for NE/NASTRAM. ‘ ASTROS’ for ASTRAS.
‘IDEAS for I-DEAS, also can be generated by ANSYS. ‘ABAQUS’ for ABAQUS. ‘ALTAIR’ for ALTAIR’s RADIOSS.
‘FREE’ free format. ‘ACQUIRE’ retrieves the FEM solution from that is previous saved by the FEMSAVE bulk
data card.
 For a large FE model, importing the structural solution could be time consuming. The user can
use the FEMSAVE bulk data card to save the FE solution then use FORM=‘ACQUIRE’ to retrieve it.
Remark 3
 BOUNDARY indicates the boundary condition of the FEM model and has 3 options.
- ‘SYM’ for symmetric Boundary Condition (BC) (default)
- ‘ANTI’ for anti-symmetric BC
- ‘ASYM’ for asymmetric BC
 The specified BC will affect downstream disciplines such as FLUTTER and TRIM.
Remark 4
 ‘ASET=YES’ allows to use the A-set (Analysis Set) d.o.f. of the FEM model for static and dynamic
aeroelastic loads analysis in ZAERO.
 If ASET = “YES”, then
• Only those structural grid points specified in the ASET and ASET1 NASTRAN input are used by ZAERO.
• SVECTOR = ALL must be specified in the NASTRAN case control section.
• To compute the inertial loads in the static or dynamic aeroelastic analysis, it is required to import the
SMAA matrix for the symmetric/asymmetric analysis and AMAA matrix for the anti-symmetric analysis by
the ZAERO “ASSIGN MATRIX =” executive control command into ZAERO where SMAA/AMAA is the A-set
mass matrix exported from NASTRAN using the NASTRAN DMAP ALTER command.
 Note that this option is active only if FORM = MSC.
Remark 5
 SUPORT is an optional input to specify the d.o.f. of the rigid body modes of FEM model.
 If the integer representing the component numbers of the rigid body d.o.f. is negative, ZAERO
performs following tasks:
• Replaces the imported rigid body modes by the program computed rigid body modes.
• Program computed rigid body modes are in the body axis, not in principle axis with rotation center
being at REFX, REFY, and REFZ defined in the AEROZ bulk data card.
• Forces the natural frequency and the generalized stiffness of the rigid body modes to be zero.
 The SUPORT d.o.f. is defined in NASTRAN local coordinate.
 The SUPORT specified will affect downstream disciplines such as TRIM, ASE, MLOADS, ELOADS,
GLOADS, and NLFLTR.
 TRIM:
• SUPORT is required to compute the distributed inertial loads of a free-free structure.
 ASE, MLOADS, ELOADS, GLOADS, NLFLTR:
• It will provide accurate rational aerodynamic approximation of the rigid body unsteady aerodynamic at
zero reduced frequency.
• It allows the users to correlate the rigid body unsteady aerodynamics at zero reduced frequency with
the static aerodynamic stability derivatives.
• Therefore, the user can replace the program computed aerodynamics by the wind tunnel measured
static aerodynamic stability derivatives using RBQHH, MININP and RBRED bulk data cards.
• MLDSTAT bulk data card transforms the rigid body modes to airframe states.

“ASSIGN MATRIX=” Command
Optional Command
Import a matrix in the OUTPUT4 format.
Format:
ASSIGN MATRIX=‘a’,FORM=‘b’,MNAME=‘c’,PRINT=n
Example 1:
ASSIGN MATRIX =demo1.mgg, FORM=FORMAT, MNAME=MGG, PRINT=1
Example 2:
ASSIGN MATRIX =../export/home/zaero/demo2.mgg, MNAME=MGG,
FORM=UNFORMAT
Remark
 FORM indicates the format of the data on the external file (default = FORMAT)
• 'b' = FORMAT for non-sparse and ASCII with 5E16.9 format
• 'b' = FORMAT23 for non-sparse and ASCII with 3D23.16 format
• 'b' = UNFORMAT for non-sparse and binary format
• 'b' = SFORMAT for sparse and ASCII format
 Note that sparse and binary format is not allowed.
 MNAME indicates that ' c ' is the name of the matrix. (up to 8 characters)
 If MNAME is not specified, the name of the matrix specified in the header record of the
OUTPUT4 format is used as the name of the matrix.
 Please refer to page 3-28 of the ZAERO User’s Manual for a list of the names of the matrices
that should be specified in the MNAME entry.

“ASSIGN MATRIX=” Command (cont.)
Sample output of the OUTPUT4 format
5 102 2 2MGH 1P,5E16.9
1 3 99
6.855846336E-03 0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00
0.000000000E+00-1.162878605E-02 0.000000000E+00-2.181833573E-03 0.000000000E+00
.......
0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00
0.000000000E+00-1.495288195E-04 0.000000000E+00 1.115356274E-03
2 3 99
-1.847709670E-02 0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00
0.000000000E+00-1.297997974E-03 0.000000000E+00-4.428561904E-03 0.000000000E+00
.......
0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00 9.050600279E-03
0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00
0.000000000E+00-2.976067064E-04 0.000000000E+00 2.228496429E-03
3 3 99
-5.003520334E-02 0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00
0.000000000E+00-6.703697305E-02 0.000000000E+00-3.474696162E-02 0.000000000E+00
.......
0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00-6.193062631E-02
0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00
0.000000000E+00-2.439368145E-03 0.000000000E+00 1.811090503E-02
4 3 99
-1.515793658E-01 0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00
0.000000000E+00-6.854211102E-02 0.000000000E+00-2.003283120E-02 0.000000000E+00
.......
0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00 3.274867786E-02
0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00
0.000000000E+00-1.419543836E-03 0.000000000E+00 1.052054613E-02
5 3 99
4.641623764E-02 0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00
0.000000000E+00 8.665747224E-03 0.000000000E+00-1.854310840E-02 0.000000000E+00
.......
0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00-2.731625756E-03
0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00 0.000000000E+00
0.000000000E+00-1.271699994E-03 0.000000000E+00 9.484510803E-03
6 1 1
1.310664892E+00

NASTRAN DMAP ALTER Statement
NATRAN DMAP ALTER statements are required to export the G-set Mass or Stiffness matrix to a file.
For ASCII and non-sparse matrix: For ASCII and sparse matrix:
assign output4=‘demo.mgg' assign output4=‘demo.mgg'
status=unknown unit=12 form=formatted status=unknown unit=12 form=formatted
SOL 103 SOL 103
COMPILE SEMODES SOUIN=MSCSOU NOLIST COMPILE SEMODES SOUIN=MSCSOU NOLIST
$ $
ALTER 'STRAIN ENERGY' ALTER 'STRAIN ENERGY'
OUTPUT4 MGG//-1/12///16$ OUTPUT4 MGG//-1/-12///16$
ENDALTER ENDALTER
CEND CEND
For binary and non-sparse matrix: For binary and sparse matrix:
assign output4=‘demo.mgg' assign output4=‘demo.mgg'
status=unknown unit=12 form=unformatted status=unknown unit=12 form=unformatted
SOL 103 SOL 103
COMPILE SEMODES SOUIN=MSCSOU NOLIST COMPILE SEMODES SOUIN=MSCSOU NOLIST
$ $
ALTER 'STRAIN ENERGY' ALTER 'STRAIN ENERGY'
OUTPUT4 MGG//-1/-12///16$ OUTPUT4 MGG//-1/-12//TRUE/16$
ENDALTER ENDALTER
CEND CEND

Imported G-set Mass Matrix for Inertia Loads
• To compute the inertia loads at G-set d.o.f., it requires the G-set mass matrix to be imported by
ASSIGN MATRIX = demo_000.mgg, MNAME=MGG
– MGG is a program-assigned matrix name to store the G-set mass matrix
– For MSC.NASTRAN, MGG is obtained by DMAP ALTER.
• When MGG is required:
– If output of the G-set loads is requested by the user for the dynamic loads or the trim analysis,
= FI G
[= x} [ MGG ] [φs ]ξ + [φc ]δ for symmetric/asymmetric B.C.
MGG ]{ 
=FIG [ = x} [ MGG ] [φa ]ξ + [φc ]δ for anti-symmetric B.C.
MGG ]{ 
where φs is the structural modal matrix for the symmetric/asymmetric B.C.
φa is the structural modal matrix for the anti-symmetric B.C.
φc contains the control surface modes that are computed internally by ZAERO
[MGG][φs] is called [SMGH] and [MGG][φa] is called [AMGH]
– the matrix [MHC] is involved in the closed-loop state space equation. The [MHC] is the inertia
coupling matrix due to control surface and is defined as:
[ MHC ] = [φs ] [ MGG ][φc ] for symmetric/asymmetric B.C.
T
[ MHC ] = [φa ] [ MGG ][φc ] for anti-symmetric B.C.

T
• Because of  −ωn2 [ MGG ] + [ KGG ] [=

φ ] 0 [ KGG ][=
φ ] ωn2  [ MGG ][φ ] [ KGH=] ωn2  [ MGH ]
– The structural force vector can be computed by { F } = [ KGH ]{ξ }
– This is the so-called mode displacement method.
– No need to import the [KGG] matrix.
More Executive Control Commands
GENGUST
 This command is required to generate the gust aerodynamic matrices for downstream gust
analysis. For GLOADS, this command is a must.
 For ELOADS and NLFLTR , this command may be required.
 Without the GENGUST command, ZAERO does not generate gust aerodynamic matrix.
SOLUTION
 This command Specifies a negative integer to stop the program after the execution of certain
modules or to go directly to another module.
SOL -1: Stops the program execution after the high fidelity aerodynamic geometry module (HFG)
is completed.
SOL -2: Stops the program execution after the spline module is completed. If PLTMODE bulk data
are specified, the files for the interpolated mode shapes will be created.
SUBAC50
 This command moves the aerodynamic center on each aerodynamic box of lifting surfaces at
subsonic Mach numbers from 25% mid-chord (default) to 50% mid-chord.
 Starting from ZAERO Version 8.4, the default aerodynamic center on each aerodynamic box of
lifting surfaces (CAERO7) at subsonic Mach numbers have been changed from 50% mid-chord
to 25% mid-chord.
 The change of the aerodynamic center location has no effect on the Aerodynamic Influence
Coefficient (AIC) matrices.

Case Control Section
 The Case Control Section may contain many subcases.
 TITLE and ECHO must appear before the subcase section.
 SUBTITLE and LABEL must appear within the subcase section.
• Non-discipline Related Case Control Commands:

TITLE Describes the job by a character string (up to 72 characters) Optional
ECHO Controls echo (printout) of the Bulk Data Section Optional
SUBCASE Delimits and identifies a subcase section Required
Defines a subtitle of each subcase section by a character string (up to 72
SUBTITLE Optional
characters)
Provides additional description of the subcase by a character string (up to 72
LABEL Optional
characters)
To end the Case Control Section and also to indicate the beginning of the Bulk
BEGIN BULK Required
Data Section
$ Comment Statement Optional

Case Control Section (cont.)
• Discipline Related Case Control Commands:

- At least one and only one discipline must be selected within each subcase.
ASE Invokes the aeroservoelastic analysis discipline Optional
AFLTPRM Invokes the asymmetric parametric flutter analysis Optional
DFS Invokes the DFS bulk data card Optional
ELOADS Invokes the transient ejection loads analysis Optional
FLTASYM Invokes the asymmetric flutter analysis using half model Optional
FLTPRAM Invokes the parametric flutter analysis Optional
FLUTTER Invokes the flutter analysis discipline Optional
GLOADS Invokes the transient discrete gust loads analysis Optional
MFTGUST Invokes the matched filter theory for worst-case discrete gust profile Optional
MLOADS Invokes the transient maneuver loads analysis Optional
NLFTLR Invokes the nonlinear flutter analysis Optional
TRIM Invokes the static aeroelastic/trim analysis discipline Optional

Case Control Section (cont.)
TITLE = F16 LCO ANALYSIS-MA41(AIM9P+LAUNCHER+MK84+370GALTANK)
ECHO = SORT
$ Comments beginning with a ($) are allowed!
SUBCASE = 1
SUBTITLE=SYMMETRIC BOUNDARY CONDITION WITH 3 RIGID BODY MODES
LABEL=MATCHED POINT FLUTTER AT M=0.9 FROM H=-15000. TO 50000. FT
$
FLUTTER = 10
$
SUBCASE = 2
SUBTITLE=SYMMETRIC BOUNDARY CONDITION WITH 3 RIGID BODY MODES
LABEL=TRIM AT M=0.9, NZ=4.0G, AND H=20KFT
$
TRIM = 110
$
BEGIN BULK
Other disciplines within ZAERO:
ASE – aeroservoelasticity
ELOADS – transient ejection loads
FLTPRAM – parametric flutter analysis
GLOADS – transient discrete gust loads
MLOADS – transient maneuver loads
NLFLTR – non-linear flutter analysis
....

Bulk Data Input Section
 Begins after the BEGIN BULK Case Control Command and ends at a bulk data card ENDDATA.
 The Bulk Data Section contains bulk data cards that specify:
• the geometry of the aerodynamic model.
• spline for displacement and force transferral between the structural finite element grid points and
aerodynamic boxes.
• the Mach numbers, reduced frequencies and aerodynamic methods for unsteady aerodynamic data generation.
• disciplines (FLUTTER, ASE, TRIM, MLOADS, ELOADS, GLOADS or NLFLTR) to be analyzed.
• other miscellaneous input.
Fixed Format:
8 columns
1 2 3 4 5 6 7 8 9 10
80 columns
Unique continuations
Example: AEFACT 100 0.0 0.2 0.3 0.4 0.5 0.6 0.7 +A are not required as in
+A 0.8 0.9 1.0 1.1 1.2 1.3 1.4 1.5 +A Nastran; implies
+A 1.6 continuations
cannot be separated
(except by comments $)
Free Format: Comma separated input, starting in column 1
Blank indicates empty field, default value used
Example: AEFACT, 100, , 0.2, 0.3, 0.4, 0.5, 0.6, 0.7, +A

+A, 0.8, 0.9

Bulk Data Cards Summary and Interrelationship
HFG Module FEM Module

Modal Data Importer
“ASSIGN FEM=“
Aerodynamic Model Input Executive Control Command
UAIC Module SPLINE Module

Unsteady Aerodynamic
Data Generation (AIC) Aerodynamic & FEM
Matrices Model Interconnection
General Engineering Modules
Discipline Engineering Modules
FLUTTER/ GLOADS/
FLTPRAM ASE TRIM MLOADS ELOADS MFTGUST NLFLTR
Module Module Module Module Module Module Module
PLTFLUT
PLTFLUT
PLTVG
PLTVG
PLTMIST
PLTMIST
PLTTRIM
PLTTRIM
PLTTIME
PLTTIME
MLDPRNT
MLDPRNT
PLTAERO
PLTAERO PLTCP
PLTCP PLTMODE
PLTMODE
Graphical Post - Processing Output
ZAERO Engineering Module Diagram


Section 3
Aeroelasticity in ZAERO

Aeroelasticity in ZAERO
• Aeroelastic response of flight vehicle is a result of mutual interaction among inertial

forces, elastic structural forces, and aerodynamic forces induced by the structural
deformation, i.e.
[ M GG ]{x(t )} + [ KGG ]{ x(t )} =
{F (t )}
where M GG and K GG are the mass and stiffness matrices in the G-set and x(t) is the
structural deformation.
• F(t) can be generally split into two parts; the feedback aerodynamic forces induced by
the structural deformation Fa(x), and the external forces Fe(t), i.e.:
{F (t )}
= {Fa ( x(t ))} + {Fe (t )}
– Typical example of Fe(t) is the continuous atmospheric turbulence, impulsive-type
gusts Fg(t), store ejection forces and trim forces F0(t), control surface aerodynamic
forces due to pilot’s input or control system command Fc(t), i.e.
{Fe (t )} = {Fc (t )} + {Fg (t )} + {F0 (t )}
– Fa(x(t)) is an aerodynamic feedback force due to structural deformation x(t).
• Aeroelastic problem is due to the aerodynamic feedback force , i.e. if there is no
aerodynamic feedback force, the equation of motion is reduced to the forced structural
dynamic problem.
Aerodynamic Lag of the Aerodynamic Feedback Force
• The lift coefficient normalized by 2π of a 2D airfoil due to an impulsively increased angle

of attack from 0 to 1 in incompressible flow can be computed by the exact solution of the
Wanger’s function.
• The lift coefficient of a 2D airfoil at a unit angle of attack computed by the exact steady
aerodynamic theory is 2π .
• The Wanger’s function shows that lift/2π does not instantaneously reach 1.0. The
normalized lift reaches 1.0 only at time=infinity. This effect is called aerodynamic lag.
• Because of the aerodynamic lag, the aerodynamic forces acting on the structure could
amplify the structural deformation; leading to aeroelastic instability such as flutter..
0.9
0.8
0.7
0.6
Wagner's Function φ (tV/L)

0.5
ZAERO
0.4
0 4 8 12 16 20
tV/L

Aeroelasticity in ZAERO (cont.)
• Due to the aerodynamic feedback force, the dynamic system could be self-excited in
nature.
– Flutter:
search for the flight boundary where the response of the aeroelastic system, subjected
to an infinitesimal disturbance ε begins to diverge.
[ M GG ]{x(t )} + [ KGG ]{ x(t )} − {Fa (t )} =
ε
– Dynamic response:
within the flutter boundary, computes the structural response subject to the external
forces.
[ M GG ]{x(t )} + [ KGG ]{ x(t )} − {Fa (t )} =

{Fe (t )}
{Fe (t )} x
[ M GG ]{x(t )} + [ KGG ]{ x(t )} =
{F (t )}
{Fa ( x(t ))}
Aeroelastic Functional Diagram

Aerodynamic Transfer Function: The AIC Matrix
• Fa(x) is generally provided by the computational aerodynamic methods that could be

nonlinear with respect to x(t).
• However, if the structural oscillation amplitude is small, i.e. x(t) << 1, the aerodynamic force
varies linearly with respect to x(t). This is called amplitude linearization.
• The amplitude linearization provides a transfer function that relates Fa(x) to x(t) by
– means of convolution integral in time domain:
V
Fa ( x) = q∞ ∫ H  (t − τ ) x(τ )dτ
t
0 L 
where H represents a multi-input-multi-output aerodynamic transfer function,
q∞ is the dynamic pressure,
L is the reference length and is generally defined as:
c
L=
2
where c is the reference chord,
and V is the velocity of undisturbed flow.
– means of Laplace transform:
sL
Fa ( x( s ) ) = q∞ H   x( s )
V 
where H is the Laplace-domain counterpart of H.
• The input of the aerodynamic transfer function is the structural deformation and output is
the unsteady aerodynamic forces..
Aerodynamic Transfer Function: The AIC Matrix (cont.)
• In matrix form, H is called the Aerodynamic Influence Coefficient (AIC) matrix:

  sL  
{ a } ∞   V   { x( s)}
F ( s ) = q AIC
  
• AIC matrix can be also used to compute the control surface aerodynamic forces
and gust aerodynamic forces:
  sL  
{ c } ∞   V   [φc ]{δ ( s )}
F ( s ) = q AIC
  
where φc is the control surface kinematic mode and δ is the command:
  sL   
{F ( s )} = q
g ∞  AIC    α g ( s )  wG ( s )
  V 
where α g ( s )  is a gust induced angle of attack and wG(s) is the gust
velocity.
• AIC matrix is a multi-input-multi-output aerodynamic transfer function
− AIC matrix is independent of input (independent of structure
deformation, control surface kinematic mode and gust)
− If aerodynamic model is unchanged, AIC matrix can be only computed
once and reused for different input to rapidly generate the aerodynamic
forces.
The Modal Approach
• Since the finite element model of aircraft structure normally contains a large
amount of degrees of freedom, the size of the mass and stiffness matrices are
usually very large.
• To circumvent this problem, one introduces the “modal approach” which can be
expressed as:
{x} = [φ ]{ξ }
where [φ ] is the modal matrix,
{ξ } is the so-called generalized coordinates.
• The basic assumption of the modal approach is that,

– The structural deformation can be represented by the superposition of a
set of lower order natural modes.
– Normally, no more than ten numbers of the lowest natural modes are
sufficient for the flutter analysis of a wing structure. For the whole aircraft
structure, fifty~one hundred natural modes are usually sufficient.

The Modal Approach (cont.)
• Introducing the modal approach, the aeroelastic equation in the Laplace

domain reads:
 2  sL    sL   sL 
  {ξ } [φ ] {=
Fe ( s )} q∞Qhc  {δ ( s )} + q∞QhG   wG ( s ) + [φ ] { F0 ( s )}
T T
 s M hh + K hh − q∞Qhh  V =
   V  V 
where
[ M hh ] = [φ ]T [ M GG ][φ ] is the generalized mass matrix,
[ K hh ] = [φ ]T [ KGG ][φ ] is the generalized stiffness matrix,
 sL 
Qhh   = [φ ]
  sL   is the generalized aerodynamic force (GAF)
 AIC  V   [φ ]
T
V    
matrix due to structure deformation,
 sL 
Qhc   = [φ ]
T   sL  
 AIC  V   [φc ]
is the generalized aerodynamic force matrix
V    
due to control surface deflection,
 sL    sL   is the generalized aerodynamic force matrix
QhG   = [φ ]  AIC  V   α g ( s ) 
T
V     due to gust.
• The GAFs are the key elements to solve for various aeroelastic problems.
The AIC Matrix Generation by ZAERO
• Five unsteady aerodynamic methods are incorporated in ZAERO, namely ZONA6, ZONA7, ZTRAN,
ZSAP and ZONA7U that jointly generate the AIC matrices covering the complete domain of Mach
number range.
– ZONA6 (for M∞<1), ZONA7 (for M∞>1), and ZSAP (for M∞=1), solve the linear unsteady
potential equation; i.e. no nonlinear aerodynamics effects.
– ZTRAN solves the linearized transonic small disturbance equation using the field-panel method
(CELLWNG, CELLBDY, and CELLBOX bulk data cards). Steady background flow is imported from
CFD solution (INPCFD and INPCFD1 bulk data cards).
– ZONA7U for hypersonic unsteady aerodynamic.
• All methods adopt the Panel method to solve the integral equation of the potential equation.
– Aircraft configuration is discretized into many small boxes.
– Each aerodynamic box contains a control point where the boundary condition is imposed.
• All methods solve the frequency-domain unsteady Typical panel model of
wing-body
aerodynamic equation in context of the simple configuration
harmonic motion which is based on a fundamental
unsteady aerodynamic parameter called reduced
frequency k, k=ωL/V, and ω is the harmonic
oscillation frequency.
• The AIC matrix is a square complex matrix with a size equal to the number of panels in the model.
– The jth row of the ith column in the AIC matrix contains the unsteady aerodynamic forces on the
jth panel due to a unit input at the control point of the ith panel.
– Thus, the AIC matrix contains the purely unsteady aerodynamic characteristics of the
aerodynamic geometry and, therefore, is independent of the structure. .
Computational Procedures of Generating the AIC Matrix
• For a given reduced frequency, the assembly of the elementary integral solutions gives a matrix
whose coefficients represent the aerodynamic influence from aerodynamic boxes to control points.
This matrix is called the Aerodynamic Influence Coefficient (AIC) matrix, which relates the structural
deformation to the aerodynamic forces by:
{FK } = q∞  AIC ( ik ) {hK }
where:
hK is the structural deformation defined at the aerodynamic boxes.
FK is the resultant aerodynamic forces at the aerodynamic boxes due to hK .
• AIC is independent of structures,
– Depends only on the aerodynamic panel model, the Mach number and the reduced frequency
k. For the ZTRAN method, it also depends on the CFD generated steady background flow.
– Once generated, it can be saved and retrieved for structural variations.
• A set of AIC matrices is generated at various ki, i = 1,…,n.
– Normally, k starts from zero and ends at no larger than 3.
– Each AIC matrix leads to one set of generalized aerodynamic force matrix in the frequency
domain Qhh(iki), Qhc(iki), QhG(iki).
– Qhh(iki), Qhc(iki), QhG(iki) at any reduced frequency is obtained by an interpolation procedure
on Qhh(iki), Qhc(iki), QhG(iki), i = 1,…,n, respectively.
• Usually n ≈ 10 is sufficient to capture the variation of the flow unsteadiness in the frequency range
of interest.

Functionality of the Spline Matrix
• AIC matrix is computed based on the panel model which is, in general, considerably different from
its respective structural finite element model. This gives rise to the problem of displacement and
force transferal between these two models.
• The problem of data transversal between the panel model and the structural finite element model
usually amounts to the displacement transferal from the structural grid points to the aerodynamic
control points of the panel model and that of the forces from the aerodynamic control points to the
structural grid points. ZAERO provides a spline module that generates a spline matrix GKG such that:
{hK } = [GKG ]{ x}
Note that hK is defined at the aerodynamic K-set d.o.f. whereas x at the structural finite element G-
set d.o.f.
• Four methods are incorporated in the spline module, namely the beam spline method, infinite plate
spline method, thin-plate spline method and rigid-body attachment method. These four spline
methods jointly construct the spline matrix G for the displacement transferal.
• Once the spline matrix G is generated, based on the principle of virtual work the force transferal
from the aerodynamic control points to structural grid points can be performed accordingly:
{FG } = [GKG ] {FK }
T
• The AIC matrix and generalized aerodynamic force matrix can be transformed to the structural G-set
d.o.f. and h-set d.o.f., respectively:
{FG } = q∞ [GKG ] [ AIC (ik )][GKG ]{ x}
T
and Q (ik ) = [φ ]T [G ]T [ AIC (ik ) ][G ][φ ]

hh KG KG

Impact of Frequency Domain Qhh(ik), Qhc(ik), and QhG(ik) on
Aeroelastic Analysis
• The harmonic motion assumption in the unsteady aerodynamic method implies that
Qhh(ik) is valid for steady state response of the structure with no divergent or decay
motion.
– For flutter analysis, the solution is valid only at damping = 0.0.
– For transient response analysis, it is required to transform Qhh(ik) to Qhh(s).
• In order the obtain the flutter solution at damping ≠ 0, the g-method flutter solution
technique approximates:
∂Qhh ( ik )
Qhh ( s ) ≈ Qhh ( ik ) + g
∂ ( ik )
where g is the non-dimensional damping.
• For dynamic loads analysis, ZAERO adopts the rational function approximation technique
to transform from Qhh(iki), Qhc(iki), and QhG(iki) to Qhh(s), Qhc(s), and QhG(s),
respectively.

Impact of Frequency Domain Qhh(ik), Qhc(ik), and QhG(ik) on
Aeroelastic Analysis (cont.)
• The complete equation of motion in the Laplace domain reads:

q
( s 2[M hh ] + s[ Bhh ] + [ K hh ] − q∞Qhh (s= ) ){ξ ( s )} q∞Qhc ( s ){δ c ( s )} + ∞ QhG ( s ) wG ( s ) + [φ ] { F0 }
V
T
• This leads to the state-space equations of the open-loop aeroelastic system,

{ xae } = [ Aae ]{ xae } + [ Bae ]{uae } + [ Baw ]{w G }
where the state vector and the control gust inputs are:
= { xae } (ξ= , ξ, xa )T {uae } (δ c= , δc , δc )T {w G } ( wG , w G )T
where {xa} is the vector of aerodynamic augmenting states arising from the rational function
approximation.
• A closed-loop state-space equation can be established:

{ xv }
= [ Av ]{ xv } + [ Bvw ]{w G }
where { xv } = (ξ , ξ, xa , xac , xc )T , xac is the actuator states, and xc is the control system states.
– by first including the actuator dynamics and the output equation in the open-loop aeroelastic
system, leading to a state-space equation of the plant.
– then by combining the state-space equations of the control system and the plant, giving a
state-space equation of the vehicle.
– finally, by closing the loop using a gain matrix.

Aeroelastic and Aeroservoelastic Analysis in ZAERO
Open-loop Closed-loop
Frequency-domain • No rational function approximation • No rational function approximation
flutter analysis • g-method • g-method
State-space flutter • With rational function approximation • With rational function approximation
analysis [ Aae ] − sI  { xae } =
0 [ Av ] − sI  { xv } =
0
Frequency-domain
iω { xae }
= [ Aae (iω )]{ xae } + [ Baw (iω )]{wG (iw)} iω { xv }
= [ Av (iω )]{ xv } + [ Bvw (iω )]{wG (iw)}
gust analysis
Time-domain gust
{ xae }
= [ Aae ]{ xae } + [ Baw ]{wG (t )} { xv }
= [ Av ]{ xv } + [ Bvw ]{wG (t )}
analysis
Maneuver and
{ xae } = [ Aae ]{ xae } + [ Bae ]{uae } + [φ ]T {F0 } { xv } =[ Av ]{ xv } + [ Bav ]{uav } + [φ ]T {Fv }
Ejection loads
• Nonlinear flutter analysis module (NLFLTR) is similar to the maneuver and ejection
loads analysis but includes the structural nonlinearities such as free-play and friction.
• Trim module solves the static aeroelastic equation and calculates the trim loads:
[ KGG ]{ x=
} Fa − FI
where Fa and FI are the aerodynamic loads and inertia loads, respectively.


Section 4
AIC Matrix Generation
Section 4.1 Theory of Unsteady Aerodynamic Panel Methods

Governing Equations Solved by the UAIC Module
• UAIC solves the integral equation of frequency domain unsteady potential flow and generates the
AIC matrix.
Navier-Stokes Equations
Inviscid Flow
Rotationality
Euler Equations
Correction
Irrotational Flow
Steady
Full Potential Equation Background Flow
from CFD
Small disturbance
Z Volume Block
Transonic Small Volume Cell

Y
Volume Cell
Disturbance Equation Model

Lift Surface
Small Oscillation Amplitude

Aerodynamic
Unsteady Time-Linearized Panel Model
ZTRAN
Small Disturbance Equation
Linear Flow,
No Transonic Shock ZONA6, M < 1
Linear Potential Equation ZSAP, M = 1
Governing Equations solved by ZAERO UAIC Module

ZONA7, M > 1 ZONA7U, M >> 1

Integral Equation of the Time-Linearized
Transonic Small Disturbance Equation
• The Transonic Small Disturbance (TSD) equation reads:
M ∞2 M ∞2
(1 − K Φ x ) Φ xx + Φ yy + Φ zz − 2 Φ xt − Φ tt = 0
β2 β2
K= (γ + 1) M ∞2 β 2 β= 1 − M ∞2
where Φ is the total velocity potential.
•Let Φ= φ0 + φ e , where φ0 is steady velocity potential and φ is the unsteady
ikt
velocity potential due to harmonic motion with reduced frequency = k.

• Assuming φ φ0 i.e. amplitude linearized, yields
- Steady TSD Equation: Not used by ZAERO. V
shock
∂  φ02x 
φ0 xx + φ0 yy + φ0 zz = K  
∂x  2 
wake
- Unsteady time-linearized TSD (TLTSD) equation: s
ikM 2 2
k M∞ 2
∂ . (x, y, z)
φxx + φ yy + φzz − 2 2 ∞ φx + φ = (σν )
β β2 ∂x
- where σν = Kφ0 xφx
- φ0 x is the steady perturbation velocity, and is defined as the steady
background flow.
• The integral equation of the TLTSD equation at a point (x0, y0, z0) reads:
φ ( x0 , y0 ,z0 ) = φs + φv + φshock
∂G ∂φ ∂
φs =∆ ∫∫ φ dA − Gda, φ v =− ∫∫∫ (σ v ) GdV , φshock =
− ∫∫ shock ∆σ v GdA
s + wake
∂n ∂ n v
∂ x
Linear Unsteady Panel Methods:
ZONA6 (M <1), ZSAP(M = 1), and ZONA7(M >1)
• If the steady perturbation flow is small i.e. ϕ0x<<1 and σ v ≈ 0 , the integral equation of the TLTSD
equation reduces to the surface and wake integral ϕS .
• Introducing an acceleration potential kernel function , ϕS can be recast into

∂φ
∫∫ ∆C pκ dA − ∫∫
φs =
s s
∂n
GdA
– ∆C p is the pressure jump across the surface that vanishes on the wake surface.
∂φ
– is the source singularity distribution.
∂n
– G is the unsteady source kernel function.
– is the unsteady acceleration potential function.
• Note that G (as well as K ) has different expressions for M∞<1, M∞=1, and M∞>1.
• The whole configuration is divided into the wing-like components and the body-like components,
where ∆C p is distributed on the mean plane of the wing-like components and the source singularity is
distributed on the outer surface of the body-like components.
• For linear aerodynamics, it is known that the thickness effects on the wing-like components can be
ignored, i.e. ∂φ
=0
∂n
• Because the distributed source singularity on the body surface is sufficient to generate lift,
distributing ∆C p on the body component is not required.
4-4 © 2020 by ZONA Technology, Inc. ZONA T E C H N O L O G Y INC
Amanda Shared/Presentations
Panel Discretization of a Wing-body Configuration
• The body-like components are discretized into many small quadrilateral boxes, called the body boxes
whose leading and trailing edges are parallel to the y-z plane.
• The wing-like components are discretized into small trapezoidal boxes, called the wing boxes whose two
side edge are parallel to the x-z plane.
∆ηi (ξ )
∂φ
• Assuming ∆C p and to
be constant on each wing dξ
∂n
box and body box, respectively, the unsteady ∆ξi
potential φs ( x0 , y0 , z0 ) at jth control point becomes: Control Point Location

at Centroid of the Box
Body Box
NW NB
 ∂φ 
φs ( x0 , y0 , z0 ) j =
i p
=i 1 =i 1
∑ κ ∆C + ∑ G  ∂n 
i Body-like
component
i
Wing Box
∆ηi
where NW and NB denote the number of wing
boxes and body boxes, respectively, and
∆ξi (η )
κi =
∆
∫∫
η ξ
κ dξ dη
∆
and Gi = ∫∫ Gdη dξ Wing-like
component
i i ξ η
∆ i ∆ i dη
are the potential influence coefficients from the ith wing box and Control Point Location
85% Chord at M < 1
ith body box to the jth control point. 95% Chord at M > 1
99% Chord at M = 1
• The box where the jth control point is located on is called the receiving box.
• The box where ki and Gi are evaluated on is called the sending box.

Unsteady Boundary Condition
• The inviscid fluid flow boundary condition requires the flow to be tangential to a moving body at all times, i.e.
∂S 
= + V • ∇S 0 =
and S ( x, y, z , t ) 0
∂t 
where S is the body surface defined in a wind-fixed coordinate system and V is the flow velocity.

– For an arbitrary elastic body in harmonic motion with a given modes h
   
(
h ( t ) = hx i + hy j + hz k eikt ) 
the unsteady boundary condition reads 
∇φ • n =FB

where ∇φ =(u , v, w) is the unsteady perturbation velocity vector due to the harmonic motion,
and:
FB = nx (hx′ + ikhx ) + n y (h′y + ikhy ) + nz (hz′ + ikhz )
   
is the so-called “downwash function” on arbitrary bodies. n = nx i + n y j + nz k is the out-normal
vector of the body and ( )’ is the differential operator with respect to  x .
 
L
– In general, FB can be rewritten as { FB } = [ FJK ]{hk }

  
where  
hx  
iknx 1 ikn y1 iknz 1 nx 1 n y 1 nz 1    hy  
    
=   and h hz  
[ FJK ] ikn ikn y ikn n n n  k   
 xi i zi xi yi zi
 hx′  
   h′y  
  
hz′ i 
  
 
Assembly of the Aerodynamic Influence
Coefficient (AIC) Matrix
• Appling the unsteady boundary condition at all wing and body boxes, the unknown ∆C p and ∂φ can
∂n
be obtained by solving the following matrix equation:
  
( n ⋅ ∇G ) ( n ⋅ ∇κ )WB   ∂φ 
   BB
    ∂n  = {FB }
( n ⋅ ∇G ) BW ( n ⋅ ∇κ )WW  ∆C p 
 
where
( )BB is the influence at the body control points due to the body boxes.
( )BW is the influence at the wing control points due to the body boxes.
( )WB is the influence at the body control points due to the wing boxes.
( )WW is the influence at the wing control points due to the wing boxes.
or
 ∂φ 
[ AJJ ]  ∂n  = {FB } = [ FJK ]{hK }
∆C p 
 
• Using an area integration matrix SKJ to integrate ∂φ and ∆C p on the body box and wing box,
∂n
respectively, over the box area, the aerodynamic forces at the K-set d.o.f. can be obtained by:
{FK } = q∞ [ AIC ]KK {hK }
where
[ AIC ]KK = [ S KJ ][ AJJ ] [ FJK ]
−1

ZONA6: Subsonic Unsteady Aerodynamics
Functionality
• Generates steady/unsteady subsonic aerodynamics for wing-body/aircraft configurations with
external stores/nacelles including the body-wake effect.
Main Features
• Any combinations of planar/nonplanar lifting surfaces with arbitrary bodies including
fuselage+stores+tip missiles.
• Higher-order panel formulation for lifting surfaces than the Doublet Lattice Method (DLM). First
case below shows the ZONA6 robustness over DLM.
• High-order paneling allows high-fidelity modeling of complex aircraft with arbitrary stores/tip
missile arrangement. Second case below shows a solution improvement.
70 Degree Delta Wing (M=0.8, k=0.0, h0=0.5cr) NLR Wing-Tiptank-Pylon-Store (M=0.45, k=0.3055,
q=157.5°, x0=0.15cr)
STA. 2 STA. 10
40×10 panel cuts 40×10 panel cuts
2 20 80
ZONA6 ZONA6
15 DLM DLM
60 ZONA6
10
Re(Cp)
Re(Cp)
40 NLR Analysis
5
Test Data
0 20
-5
0
-10
0 0.2 0.4 x/c 0.6 0.8 1 0 0.2 0.4 x/c 0.6 0.8 1
10
• Robust ZONA6 solutions are in contrast to

the breakdown of the DLM solutions.
• High-order formulation of ZONA6
requires little care in paneling. • ZONA6 shows improvement over NLR’s predicted results.

ZONA6 v.s. Doublet Lattice Method

Background
• Vortex lattice method, proposed by Hedman in mid-1960s is a steady low-order-lifting-
surface method.
‒ A vortex line is placed along the quarter-chord line on each box.
‒ The choice of the quarter-chord location is inspired by the exact two-dimensional
thin-airfoil solution.
• The Success of the vortex lattice method led to its unsteady-flow extension, the Doublet
Lattice Method (DLM) by Albano and Rodden.
• By the mid-1970s, Woodward and PANAIR further advanced the lifting theory with a fully
distributed singularity over the aerodynamic box.
‒ In Woodward’s Method, a constant pressure (or linear doublet singularity) is
disturbed on each box.
‒ In PANAIR, a linear pressure (or quadratic doublet singularity) is distributed on each
box.
‒ Both methods have higher order singularity distribution than the vortex lattice
method.
• ZONA6 is a unsteady-flow extension of the Woodward’s Method.

Small Disturbance Potential Equation
and its Integral Solution
Steady Aerodynamics Unsteady Aerodynamics
Equation M∞ 1
(1 − M )φ2
∞ xx + φ yy + φ zz =
0 (1 − M )φ
2
∞ xx + φ yy + φzz − 2
a∞
φxt − 2 φtt =
a∞
0
Integral Solution with 1 −σ ( x, y ) kM ∞2

φ=
4π ∫∫s R dxdy =φ
1
∫∫ −σ ( x, y ) e
i
β
ξ
K dxdy
unknown source 4π s
singularity σ ( x, y ) 1 ∂ 1
µ ( x, y )   dxdy
µ ( x, y ) and doublet
+ ∫∫ 1 i
kM ∞2
ξ ∂K
4π ∂n  R  ∫∫ φ ( x, y ) e
β
s+w + dxdy
4π ∂n
singularity where R = ξ 2 +η2 + ς 2
s+w
kM ∞
−i R
β
ξ =−
x x0,η =−y y0,ς =− z z0 e
where K =
R
On thin Surface, the 1 ∂ 1 1
ikM ∞2
∂K
( )
ξ
=φ
4π ∫∫ ∆µ x , y   dxdy
∂n  R 
=φ ∫∫ ∆φ ( x, y ) e
β
dxdy
Source Singularity s+w 4π s+w
∂n
σ ( x, y ) = 0 µ µupper − µlower
∆= φ φupper − φlower
∆=
is called doublet singularity is called velocity potential
Domain of Integration Surface (s) and Wake (w) Surface (s) and Wake (w)
Applying Stoke’s Converts doublet singularity to Converts velocity potential to

Theorem vortex singularity and solves the acceleration potential and solves the
integral only on surface. integral only on surface.

From Doublet Singularity to Vortex Singularity
• The velocity vector at a point (x0, y0, z0) due to doublet singularity is:
 1  ∂ 1
v ( x0 , y0 , z= ) ( )
4π s∫∫
0 ∇ 0 µ x , y   dxdy
+w
∂n R

• Because v ( x0 , y0 , z0 ) ~ O(1 / R ) is singular, this singularity must be removed using the
Stoke’s theorem.
• Based on the Stoke’s Theorem:
 1   1 1 1 
v ( x0=
, y0 , z0 )
4π s∫∫
( n × ∇ µ ) × ∇  
R
dxdy +
4π ∫s + w µ ( x, y ) ∇  R  × d 
+w
 ∂µ  ∂µ 
where n × ∇µ = − i + j is the vortex singularity vector.
∂y ∂x
• Stoke’s theorem shows that a doublet distribution is equal to a vortex singularity
distribution plus a ring of line vortex singularity. μ(x,y)
μ = +

• Then, v ( x0 , y0 , z0 ) ~ O( R ) is regular except the ring of line vortex.
PANAIR’s Quadratic Doublet Singularity
1 1
• µ (x, y) =µ0 + µ x x + µ y y + µ xx x 2 + µ xy xy + µ yy y 2 on each box.
2 2
• Continuity condition of doublet between adjacent boxes is imposed.
‒ The line vortex integrals cancelled out between adjacent boxes.
μ
μ
‒ The line vortex exists only along wing tip.

• The resulting singularity distribution on lifting surface is:
‒ Linear vortex singularity on each box
‒ Line vortex along wing tip

Woodward’s Method
• On each strip, linear chordwise and constant spanwise doublet distribution is assumed.
• According to Stoke’s Theorem, linear chordwise doublet distribution is equal to constant vortex µ x
with line vortex singularities along the two side edges on each box.
‒ The line vortex along the leading and trailing edges of each box disappears due to the
continuous doublet between upstream and downstream boxes.
‒ The existence of line vortex along side edges is caused by the discontinuous doublet between
adjacent strips.
• Because C p = −2 µ xand C p = 0 on wake, the vortex integral is only evaluated on the surface,
i.e. no wake is required.

Vortex Lattice Method
• Constant doublet singularity extended to infinity is placed on each box.
µ ∂µ
• According to Stoke’s Theorem, the vortex singularity is zero because ∂= = 0
Only a horseshoe line vortex remains. ∂x ∂y
line vortex
• Rather than along the leading edge, the Vortex

Lattice method places the line vortex along
quarter chord.
‒ Because the center of pressure on a
two-dimensional thin airfoil is at the quarter
chord. ∞ ∞

Force Point and Control Point Locations
• Vortex Lattice Method (also Doublet Lattice Method) places the line vortex along ¼
chord and control points at ¾ chord on each box.
‒ The steady 2D thin airfoil theory shows that the center of pressure is at ¼ chord.
‒ If a 2D thin airfoil is modeled by a single vortex point, only the control point at ¾
chord satisfies the Kutta condition.
• Woodward’s Method (also ZONA6) places the force point at ¼ chord and control point at
85% chord.
‒ Force point at ¼ chord by following the steady 2D thin airfoil theory.
‒ Control point at 85% chord is based on countless numerical experiments for
evaluation of numerous wing planforms.
‒ Jadic analytically proves that the best control point on a infinite wing using
Woodward’s method is at 88% chord.
• However, for unsteady flows or highly swept wing the center of pressure may not be at ¼
chord.
‒ Large number of boxes can reduce the discrepancy.
‒ Large number of boxes is required to have a converged solution at high frequency.

Steady and Unsteady Panel Methods
• Stoke’s theorem can be also applied to the integral solution of the unsteady
small disturbance potential equation.
• Velocity potential is converted to acceleration potential

‒ Because acceleration potential can be recast to unsteady pressure, the wake
condition where unsteady pressure=0 is automatically satisfied.
‒ Integral solution is evaluated only on surface.
• High order panel method, compared to low order panel method, requires less
boxes for a converged solution and has less modeling restrictions.
Doublet Distribution Steady Panel Method Unsteady Panel Method
Constant Vortex Lattice Method Doublet Lattice Method
Linear Woodward’s Method ZONA6
Quadratic PANAIR Unsteady A502

Aspect Ratio Restriction
• DLM requires the aspect ratio of boxes to be less than three.
‒ ZONA6 is free from aspect ratio restriction.
‒ In some cases, for example 70° delta wing, it is very difficult to avoid large aspect
ratio modeling.

Convergence Issue at High Frequency
• Unsteady pressure at high frequency has highly oscillatory behavior.
‒ A linear doublet distribution has better fit than that of the constant doublet
distribution.
Constant Doublet Linear Doublet

Cp Cp
x x
• ZONA6 requires less boxes than DLM to achieve a converged solution.

Convergence Study on BAH Wing at M=0.8
• Chord wise boxes increase from C=30, C=60 to C=120 while Span wise strips are kept at S=100.
• ZONA6 solutions are insensitive to the number of chord wise boxes but DLM solutions change significantly at
high reduced frequencies when chordwise boxes are increased.
• When the chordwise boxes are increased, the DLM solutions approach ZONA6 solutions, showing that ZONA6
solution at C=30 is already converged.
1400 2000
1200 1500
1000 1000
Re Q(2,2)
Re Q(1,1)
800 500
600 0
ZONA6 S100 C30
400 -500
ZONA6 S100 C60 ZONA6 S100 C30
200 ZONA6 S100 C120 -1000 ZONA6 S100 C60
DLM S100 C30 ZONA6 S100 C120
0 DLM S100 C60 -1500
DLM S100 C30
-200 DLM S100 C120 -2000 DLM S100 C60
0.0 0.5 1.0 2.0 3.0 4.0 5.0 0.0 0.5 1.0 2.0 3.0 4.0 5.0C120
DLM S100
Reduced Frequency Reduced Frequency
0 ZONA6 S100 C30 0 ZONA6 S100 C30

ZONA6 S100 C60 ZONA6 S100 C60
-1000 ZONA6 S100 C120 -2000
ZONA6 S100 C120
-2000 DLM S100 C30 -4000 DLM S100 C30
DLM S100 C60 DLM S100 C60
Im Q(1,1)
Im Q(2,2)
-3000 DLM S100 C120 -6000 DLM S100 C120
-4000 -8000
-5000 -10000
-6000 -12000
-7000 -14000
-8000 -16000
0.0 0.5 1.0 2.0 3.0 4.0 5.0 0.0 0.5 1.0 2.0 3.0 4.0 5.0
Reduced Frequency Reduced Frequency

Conclusions
• DLM has been accepted by flutter engineers as a standard unsteady
aerodynamic method for many years. But,
‒ It does not imply that DLM always provides accurate solutions.
‒ The user must be aware of the modeling restrictions and high
frequency issues.
• ZONA6 is an extension of Woodward’s method for unsteady

aerodynamics.
‒ Woodward’s method is a standard steady aerodynamic method
used by loads engineers.
‒ At zero frequency, ZONA6 and Woodward’s solutions are identical.
• Compared to DLM, ZONA6 has less modeling restrictions and requires

less boxes to achieve a converged solution.

ZONA7: Supersonic Unsteady Aerodynamics
Functionality
• Generates steady/unsteady supersonic aerodynamics for wing-body/aircraft configurations with
external stores/nacelles.
Main Features
• Panel formulation for lifting surface is identical to that of ZONA51 – now the industrial standard
method for supersonic flutter analysis in MSC.NASTRAN.
• High-order paneling allows high-fidelity modeling of complex aircraft with arbitrary stores/tip
missile arrangement.
NACA Wing-Body (x0=0.35cr) NLR F-5 wing with underwing missile
ZONA7
(F=20Hz, k=0.1, x0=0.15cr)
WING + BODY
WING ONLY
BODY ONLY
TEST DATA
R = 1.18 x 106
R = 1.89 x 106
ZONA7
P
P+ L
P + L + MB + AW
TEST DATA
PYLON (P)
P + LAUNCHER (L)
P + L + MISSILE
BODY (MB) +
AFT WINGS (AW)
P + L + MB + AW +
CANARD FINS

ZSAP: Sonic Acceleration Potential Panel Method
M∞ 1
Functionality: solving the sonic potential equation (1 − M )φ 2
∞ xx + φ yy + φzz − 2
a∞
φxt − 2 φtt =
a∞
0
• Generates steady/unsteady aerodynamics at sonic speed (M = 1.0) for wing-body/aircraft
configurations with external stores/nacelles.
Main Features
• Compute the steady/unsteady aerodynamics at exactly Mach one.
• Paneling scheme is identical to that of ZONA6/ZONA7, i.e. ZSAP shares the same aerodynamic
model as ZONA6/ZONA7.
• Computational time is on the same order.
Non-Planar Aerodynamics of a SAAB/Canard Wing AGARD standard 445.6 Weakened Wing (in Air)
and Solid Wing (in Freon 12)
1 1
0.55 0.55
0 0
0.5
ReQ12 0 1 2 3 4 5 6 0 1 2 3 4 5 6 0.5
-1 -1 0.45 TDT Test (Solid/Freon 12)

Present (Solid/Freon 12)
0.45
U TDT Test (Weakened/Air) ω
-2 k -2 k 0.4 Present (Weakened/Air)
b sω α µ ωα
1.5 1.5 0.4
ZONA7(M=1.01) 0.35
Present (M=1.0)
1 1
ZONA6 (M=0.99)
0.3 0.35
ImQ12 0.5 0.5
0.25
0 0 0.3
0.8 0.9 1 1.1 1.2
0 1 2 3 4 5 6 0 1 2 3 4 5 6 0.8 0.9 1 1.1 1.2
Mach Number
-0.5 k -0.5 k Mach Number
Box Number 10 X 10 for Canard Box Number 50 X 10 for Canard Comparison of Flutter Speed Index and Flutter
& 20 X 20 for Wing & 90 X 20 for Wing
Frequency Ratio with TDT wind tunnel Measurements
ZONA7U: Hypersonic Unsteady Aerodynamics
Functionality
• Generates unified hypersonic and supersonic steady/unsteady aerodynamics for wing-body/ aircraft
configurations with external stores/nacelles.
Main Features
• Nonlinear thickness effects of ZONA7U yields good agreement with Euler solution and test data.
• Steady solutions approach linear and Newtonian limits.
• Confirms hypersonic Mach independent principle.
• Results/formulation are superior to Unsteady Linear Theory and Piston Theory.
• ZONA7U usually results in more conservative flutter boundaries than other methods.
• Unified with ZONA7 and is therefore applicable to all Mach numbers > 1.0.
• Additional input to ZONA7 amounts to only wing root and tip sectional profile thickness.
70 Degree Delta Wing Rectangular Wing with Wedge Profile
(M=4.0, s=15°, x0=0.25c)
• Thickness effect apparent at higher Mach number.

• ZONA7U solution compares well with Euler solution
• Thus, it yields more conservative flutter boundaries.
over a wide frequency range.
ZTRAN: Unsteady Transonic Field-Panel Method
• Because the compressibility effects are strong in transonic flow, ϕv and ϕshock must be retained in the
integral equation:
φ ( x0 , y0 , z0 ) = φs + φv + φshock
• ϕv and ϕshock can be combined into a single integral by performing integration by parts for the
volume integral
φv = {
xs −ε
−∫ ∫ ∫ + ∫ + ∫
y z
−∞
xs +ε
xs −ε
∞
xs −ε
∂
∂x }
(σ v ) Gdxdydx
x +ε
∫ ∫ σ v G xs −ε dA + ∫∫∫ σ vGx dV , where xs =
=
y z
s
V
shock location and lim G =
0
x→±∞
∫∫∫ σ vGx dV
φshock + φv =
V
• Voss (1985) suggested that the volume source σv can be evaluated using the Murman finite
difference operator:
(1 µi )σ vi + µi −1σ v + µiφxi − µi −1φxi−1
σ v =− i −1
µi =
0 for M i < 1 and µi =
1 for Mi ≥ 1
• It is a conservative scheme and guarantees the correct mathematical shock jumps
- It automatically switches from the central difference in the subsonic flow to the backward difference in the
supersonic flow.
- It introduces the directional bias to the integral equation of TLTSD for the mixed flow problems.
• Appling the Murman finite difference operator to σv yields σv=[T]{ϕ}

Field Panel Method for Solving TLTSD Equation
• The TLTSD equation involves the steady velocity ϕ0x (defined as the “steady background flow”) that can be
imported from the N-S CFD solution.
- Solving the nonlinear steady TSD equation is not required.
- The correct steady transonic shock location provided by the N-S CFD solution ensures the correct unsteady
shock location.
• While ϕs can be provided by the linear panel methods, ϕv is obtained by discretizing V into many small volume
cells: Volume Block
Lifting Surfaces Z
Bodies
Z Volume Block
Y
Y
Volume Cell
X
X
Lift Surface
BODY7 Surface Boxes
• For points on the surface, the normal velocity reads: Volume Cell
 ∆C p 
 ∂φ 
 =  {W
= } [ AJJ ]  ∂φ  + [ B ]{σ v }
 ∂n   ∂n 
• For points in the volume, the velocity potential reads:

∆C p 
={φ } [C ]  ∂φ  + [ D ]{σ v }
 ∂n 
Formulation of the Unsteady Transonic AIC Matrix
• Replacing {σ v } by [T ]{φ } yields φ at the points in the volume cells:

∆C p  ∆C p 
[C ]  ∂φ  + [ D ][T ]{φ },
{φ } = [ E ] [C ]  ∂φ 
{φ } =
−1
 ∂n   ∂n 
where [ E=] [ I ] − [ D ][T ]

• For points on the surface, the normal velocity becomes
 ∆C p   ∆C p   ∆C p 
 ∂φ       
[ AJJ ]  ∂φ  + [ B ][T ][ E ] [C ]  ∂φ  =
{FB } =
−1
 =  AJJ   ∂φ 
 ∂n   ∂n   ∂n   ∂n 
where [ AJJ ] + [ B ][T ][ E ] [C ]

−1
 A
=JJ 

• Inverting AJJ yields the AIC matrix whose size is only the number of surface boxes:
{FK } = q∞ [
S KJ ]  AJJ  [ FJK ]{hK }
−1
 
[ AIC ]KK
• Because the AIC matrix generated by the ZTRAN method has the same form as that by
other methods, it can be directly plugged into the downstream aeroelastic modules for
transonic flutter, ASE, trim, and dynamic loads analysis.

Block-Tridiagonal Approximation of the [E] Matrix
• The matrix [E] is a complex and a fully populated matrix whose size is the number of
volume cells.
- To model a single lifting surface, it may require more than 3000 volume cells. This
number increases rapidly for complex configurations.
- Solving such a large matrix is impractical.
• Grouping the volume cells into many sub-blocks, matrix [E] can be written as:
[E]
= [ EB ] + [ Eε ]
where [EB] is a block-tridiagonal matrix whose tridiagonal blocks contain the influence
coefficients from self-block and adjacent blocks.
[Eε] contains zeros in the tridiagonal blocks and the influence coefficients from
non-adjacent blocks in the off-tridiagonal blocks.
• The integral equation contains a 1/R function that decays rapidly when the point
(x0, y0, z0) is away from a volume cell; i.e. all elements in [Eε] are small.
- [E]-1 ≈ [EB]-1 - [EB]-1 [Eε] [EB]-1
- Because [EB] is block-tridiagonal, [EB]-1 can be computed efficiently using the
Thomas’ algorithm.

Overset Field-Panel Scheme for Complex Configurations
•Overset field-panel scheme minimizes the cell generation effort for complex configurations.
- Volume cells surrounding each individual lift surface/body are generated independently
and defined as one group of cells.
- Cells of different groups may intersect each other; overset field panels.
•The integral equations of overset field panels are formulated based on the following scheme:
- Volume cells in different groups do not influence each other.
- Volume cells in the same group influence only their associated surface boxes.
- Surface boxes influence all volume cells.
•Unlike the overset CFD methodology that requires interpolation of flow solution, field-panel
method automatically transmits the interference between groups through the integral equation.
- Interpolation of flow solution not required.
- No need to compute the topology of the intersection among cells.

Importing Steady Background Flow from High-Fidelity CFD Codes
• It is well-known that the transonic small disturbance theory may not provide accurate
solutions for strong transonic shock cases because it cannot correctly model the
entropy gradients from strong shock nor convect the vorticity.
• However, this is not to say that the transonic small disturbance theory is not suitable for
the prediction of unsteady flows, due to small aeroelastic deformations, if the total
unsteady flow is decomposed into a steady background flow and unsteady small
disturbances.
• This suggests that, if the steady background flow in the TLTSD equation is externally
provided by a high-fidelity CFD steady solution, accurate unsteady flow predictions can
be ensured.
• This is also evident by examining the Murman’s scheme where the switching scheme
from the central differencing to the backward differencing is based on the local Mach
numbers of the steady background flow.
• Thus, the unsteady shock location is dominated by the steady shock location in the
small amplitude sense; implying that accurate steady shock structures can ensure the
accuracy of the unsteady shock structures.
ZTRAN: Transonic Unsteady Aerodynamics
Functionality
• Generates unsteady transonic AIC matrix that has the same form as AIC of ZONA6/ZONA7.
Main Features
• ZTRAN solves the time-linearized transonic small disturbance equations using overset field-panel
method.
• The surface box modeling is identical to that of ZONA6. Only a few additional input parameters are
required to generate the volume cells.
• The variant coefficients in the time-linearized transonic small disturbance equation are interpolated
from the Computational Fluid Dynamics (CFD) steady solutions.
• The overset field-panel scheme allows the modeling of complex configurations without extensive
field panel generation efforts.
Flutter Validations: Unsteady Pressure Validations:
Steady background flow from CFL3D Steady background flow from CFL3D
AGARD 445.6 weakened wing AGARD 445.6 solid wing PAPA wing at α= 1° PAPA wing at α= -2° F-5 wing at F-5 wing at Lessing wing at LANN wing at
M = 0.9, K = 0.275 M = 0.95, K = 0.264 M = 0.9, K = 0.13 M = 0.822, K = 0.105
0.45 0.65 60
25 14 Experiment
ZONA6 (Linear) Experiment Experiment 30 Experiment (Test 1)
Experiment y/2b=51.5% Experiment 50 ZONA6 (Linear)
190 ZONA6 (Linear) 190 ZONA6 (Linear) 12 Experiment (Test 2)
Dyn. Pressure (psf)
Dyn. Pressure (psf)
0.40 Experiment Present 20 ZONA6 (Linear) 25

0.60 Present ZONA6 (Linear) ZONA6 (Linear) Present
10 40
Present α = +1 (deg) Present Present Present
U
Magnitude
α = -2 (deg) 20 y/2b=47.5%
Re (∆Cp)
170 15
170 y/2b=50 % 30
y/2b=81.7% 8
Re (∆Cp)
0.35
Re (∆Cp)
0.55
bsϖ α µ U 15
10 6 20
ZONA6 (Linear) bsϖ α µ
0.50 150 150 10
0.30 5 4 10
Experiment
5
Present 2
0 0
0.25 0.45 130 130 0 0 0.2 0.4 0.6 0.8 1
0.6 0.8 1.0 1.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 0.3 0.4 0.5 0.6 0.7 0.8 0.9 0 0.2 0.4 0.6 0.8 1 0
0.6 0.7 0.8 0.9 1.0 1.1 1.2 0 0.2 0.4 0.6 0.8 1 -10
Mach Number Mach Number Mach Number
-5
-5
0 0.2 0.4 0.6 0.8 1
Mach Number X/C X/C

x/c X/C
15 300
5 10
Experiment (Test 1)
0.55 0.65 5
6 6
10 250 Experiment (Test 2)
Phase Angle (deg)

ZONA6 (Linear)
α = +1 (deg) Experiment Experiment 0 ZONA6 (Linear)
0.50 α = -2 (deg) 0
Flutter Frequency (Hz)
Experiment ZONA6 (Linear) ZONA6 (Linear) 5 0 0.2 0.4 0.6 0.8 1 200 Present 0 0.2 0.4 0.6 0.8 1
Im (∆Cp)
0.60 Present Present -5
Im (∆Cp)
5.5 5.5 Im (∆Cp) -5
Present
ϖ 0.45 0
0 0.2 0.4 0.6 0.8 1
150
-10
ϖ α 0.40 ϖ 0.55 5 5 -5 -10

Experiment y/2b=81.7% 100 -15 y/2b=47.5%
ZONA6 (Linear) ϖα
-10 ZONA6 (Linear) -20 Experiment
Experiment
0.50 4.5 4.5 y/2b=51.5% -15 Experiment 50
0.35 Present ZONA6 (Linear)
ZONA6 (Linear) y/2b=50% -25
-15
Present
Present 0 Present
0.30 0.45 4 4 X/C -20 0 0.2 0.4 0.6 0.8 1
-30
0.6 0.7 0.8 0.9 1.0 1.1 1.2 0.6 0.8 1.0 1.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 0.3 0.4 0.5 0.6 0.7 0.8 0.9 X/C x/c X/C
Mach Number
Mach Number Mach Number Mach Number

Application of ZTRAN to a Twin-Engine
Transport Flutter Model
• Flutter model was tested in TDT (heavy gas).
• Between M = 0.77 to 0.82, two flutter modes were found; the wing/Nacelle mode (17Hz)
and wing tip model (22Hz).
– The wing/Nacelle mode has low unstable damping (hump mode).
– Dynamic pressure can be continuously increased without damaging the model until
encountering the wing tip flutter mode.
– Beyond M = 0.82, the unstable damping of the wing/Nacelle becomes high, that
could lead to the destruction of the flutter mode. Thus, the wing-tip mode flutter
condition cannot be reached.

Application of ZTRAN to a Twin-Engine Transport
Flutter Model (cont.)
• 16 natural modes are included in the flutter analysis.
• Infinite plate spline (for wing and pylon) and thin plate spline (for fuselage and Nacelle)
are used to transfer the modes from structural grid to aerodynamic grid.
Mode 1, f=7.633Hz Mode 2, f=15.1Hz
Mode 3, f=18.969Hz Mode 4, f=23.31Hz

• The ZTRAN surface model contains 380 boxes for the wing, 30 boxes for pylon, 304 boxes
for the fuselage and 96 boxes for the Nacelle.
• The CFL3D mesh (provided by Dr. Hong M.S. of Boeing) contains 29 blocks and 3 million
grid points.
ZTRAN surface box model CFL3D surface mesh
Overlapped ZTRAN
and CFL3D models

• The ZTRAN volume-cell model contains 24×20×40 volume cells for the wing, 2×15×2 for
the pylon, 8×38×6 for the fuselage, and 8×12×4 for the Nacelle.
• Volume cells on different components intersect with each other. The influence between
volume cells is properly computed by the overset field-panel scheme.
• The steady mean flow solution is automatically interpolated from the CFL3D steady N-S
solution.

• Steady background flow provided by CFL3D Navier-Stokes solver.
M = 0.79, α= -2° M = 0.831, α= -2°
M = 0.85, α= -2° M = 0.88, α= -2°

• At α=-2° and M= 0.79 and 0.831, ZTRAN predicts two flutter modes; a hump mode with 17Hz (wing/Nacelle
mode) and an explosive flutter mode with 22Hz (wing tip mode).
• Flutter dynamic pressures predicted by ZTRAN correlate very well with test data.
• ZONA6 (linear theory) over predicts the flutter dynamic pressures; as expected.
M=0.79, α=-2 deg. 0.05
M=0.831, α=-2 deg.
0.05 ZONA6 (MODE 3)
ZONA6 (MODE 3) 0.04
0.04 ZONA6 (MODE 6)
ZONA6 (MODE 6)
ZTRAN (MODE 3) 0.03 ZTRAN (MODE 1)
0.03 ZTRAN (MODE 4) ZTRAN (MODE 3)
0.02 0.02
Growth rate
Growth rate
0.01 0.01
0 0
-0.01 TEST DATA -0.01

(17 Hz) TEST DATA
-0.02 -0.02
TEST DATA (17 Hz)
EXTRAPOLATED
-0.03 (22 Hz) -0.03 TEST DATA
(22 Hz)
-0.04 -0.04
-0.05
-0.05
35
0 50 100 150 200 250 300 350 35
0 50 100 150 200 250 300
30 Dynamic pressure (psf) 30 Dynamic pressure (psf)

Frequency (Hz)
Frequency (Hz)
25
25
22 Hz 21 Hz
20
20
17 Hz
15
ZONA6 (MODE 3) ZONA6 (MODE 3)
17 Hz
15 ZONA6 (MODE 6) ZONA6 (MODE 6)
10
ZTRAN (MODE 3) ZTRAN (MODE 1)
ZTRAN (MODE 4) ZTRAN (MODE 3)
10
5
0 50 100 150 200 250 300 350
0 50 100 150 200 250 300
Dynamic pressure (psf) Dynamic pressure (psf)

• TRANAIR solves the unsteady full potential equation that often overpredicts the transonic shock locations.
• ZTRAN’s steady flow solution is obtained from CFL3D N-S computation which gives accurate shock locations.
M=0.79, α =2 deg, k=0.52 M=0.831, α =2 deg, k=0.38

90 TRANAIR 70 TRANAIR Y/2b=79.6%
80 ZTRAN 60 ZTRAN
70 ZONA6 50
ZONA6
Real (Delta (Cp))

Real (Delta (Cp))
60
40
50
40 Y/2b=95% 30
30 20
20 10
10
0
0
0 0.2 0.4 0.6 0.8 1
-10 0 0.2 0.4 0.6 0.8 1 -10
-20 -20
X/C X/C
10 20
5 10
Imag (Delta (Cp))

Imag (Delta (Cp))
0
0
0 0.2 0.4 0.6 0.8 1
0 0.2 0.4 0.6 0.8 1 -10
-5
-20
-10 Y/2b=95% -30 TRANAIR
-15 ZTRAN
TRANAIR -40
Y/2b=79.6%
ZTRAN ZONA6
-20 -50
X/C ZONA6 X/C

• For the wing/Nacelle mode: 220
TDT Test data
Dynamic pressure (psf)

CFL3DAE
– The flutter boundary at M=0.831, 200
ZTRAN (g=0% )
0.85 and 0.88 predicted by ZTRAN 180
ZTRAN (g=1.5% )
ZTRAN (g=2.5% )
correlates very well with the test
data. 160
– The small hump mode at M=0.79 140

indicates that the flutter boundary
is very sensitive to the structural 120
damping (g). 100

0.76 0.78 0.8 0.82 0.84 0.86 0.88 0.9
Mach number
• For the wing tip mode: 300
TDT Test data
Dynamic pressure (psf)

– At M= 0.79, the ZTRAN flutter 280 CFL3DAE
ZTRAN (g=0% )
prediction with g = 0% correlates 260
ZTRAN (g=1.5% )
the best with the test data. 240 ZTRAN (g=2.5% )
– CFL3DAE over predicts the flutter 220
dynamic pressures. 200

180
160
140
120
0.76 0.78 0.8 0.82 0.84 0.86 0.88 0.9
Mach number

Prediction of Control Surface Buzz using the ZTRAN
& ZONA7 Methods
• Control-surface buzz is a self-excited dynamic aeroelastic instability problem which is normally
associated with the in-phase interaction between the forward-backward motion of the shock wave on
the surface of the wing and the control surface oscillation in transonic and/or low supersonic Mach
numbers.
forward and backward
motion of shock wave
control surface
δ
oscillation
• Control-surface buzz is a special case of flutter

– Control-surface buzz requires only one degree of freedom motion, namely the control surface
rotation mode.
– Flutter requires the coupling between at least two modes.
• To distinguish the control-surface buzz from buffet is rather easy
– Buffet occurs only at high angles of attack, which results massive flow separation from the
forward section of the aircraft. This separated flow impinges on the twin-tail section acting like a
random forcing function that could lead to large vibration on the tails, thus inducing a fatigue
problem.
– Control-surface buzz could occur even at zero angle of attack.

Three Types of Control-Surface Buzz
Lambourne* categorizes control surface buzz into three types:
Type A
• Type A: Shock induced boundary layer separation ahead of the control
surface M>1
− Type A occurs normally in the transonic flow for the thin wing at non- M∞<1
α=0
zero angle of attack or for the thick wing even at zero angle of attack.
− Shock induced boundary layer separation has its own characteristic
periodicity which could couple with the control surface rotation
modes, leading to buzz. M∞<1
M>1
− The resulting oscillation of the control surface rotation is usually

α>0
harmonic motion
• Type B: Shock on the control surface Type B

– The local supersonic flow region extended rearward onto the control M>1
surface and terminated by a shock wave M∞<1

α=0
– This happens normally at high transonic Mach numbers on thin wing
even at zero angle of attack
– The buzz instability is induced by the coupling between the shock
and control surface oscillations in which the shock wave could cross M>1 M>1
the hinge line of the control surface. M∞<1

δ>0
– The response due to buzz is normally periodic.
• Type C: At low supersonic freestream Mach number Type C

– The shock wave is extended to the trailing edge of the wing, M>1
therefore does not appear to involve shock wave. M∞>1

α=0
M<1
– The resulting oscillation is harmonic motion

*N.C. Lambourne, ”Control-Surface Buzz,” R&M No. 3364, Aeronautical Research Council Reports and Memoranda, 1964

Why Type A and C Harmonic Buzz & Type B Periodic Buzz?
• Type A Buzz
– The hinge moment increases smoothly up to δ ≤ δ2

– Response is bounded by |δ| ≤ δ2 , i.e. Limit Cycle Oscillation.
– For |δ| ≤ δ2 , the hinge moment slope is nearly a constant. This gives a linear equation of motion with (nearly) invariant
coefficient, i.e. a harmonic response.
• Type B Buzz
– Response is bounded by |δ| ≤ δ2, i.e. also Limit Cycle Oscillation.

– For |δ| ≤ δ2, the hinge moment would appear to have a sudden change at δ = δ1.
– For |δ| ≤ δ2 , the hinge moment slope would not be a constant. This implies a variant coefficient equation, i.e. periodic
response consisting of higher order harmonics.
• Type C Buzz
– Response is bounded by |δ| ≤ δ2 , i.e. also Limit Cycle Oscillation.
– Since the absence of shock, the hinge moment slope is also nearly a constant for |δ| ≤ δ2 , leading to harmonic
response.
4- 42 © 2020 by ZONA Technology, Inc. Amanda Shared/Presentations ZONA T E C H N O L O G Y INC
Required Unsteady Aerodynamic Methods for
Predicting Onset of Buzz Flow Conditions
• For Type A Buzz:
– Because Type A buzz involves shock-induced boundary layer separation, the prediction of Type A buzz
onset flow condition requires a viscous unsteady aerodynamic method such as unsteady Navier-Stokes
solver.
• For Type B Buzz:
– Because Type B buzz only involves the motion of the unsteady transonic shock, inviscid unsteady
aerodynamic method like Euler or transonic small disturbance solver could predict Type B buzz onset
flow conditions.
– ZONA Euler Unsteady Solver (ZEUS) or the ZTRAN method in ZAERO can predict the Type B buzz onset
conditions.
• For Type C Buzz:
– Because Type C buzz does not involve transonic shock and only occurs in the low supersonic Mach
numbers, the linear unsteady supersonic potential method, such as ZONA51 in Nastran or ZONA7 in
ZAERO can predict the onset of Type C buzz.
M
• Buzz usually leads to Limit Cycle Oscillation (LCO) sometimes up to +/- 10°
– This is because at large control surface deflection angles, the flow at the
control surface separates and consequently the hinge moment reduces.
– At large control surface deflection angles, the aerodynamic damping δ
becomes positive (stable) that could limit the growth of the control surface
oscillation amplitude.

Type B Buzz Prediction by ZTRAN & Type C Buzz Prediction by ZONA7 for
a Wing-Aileron Model with NACA006 Airfoil Section
• Natural frequencies of the structural model:
Aileron mode (5.64 Hz) First bending mode (7.26 Hz)
First torsion mode(18.21 Hz) Second bending mode (26.67 Hz)

ZAERO Aerodynamic Model
• ZONA6/ZONA7 only requires a flat-plate panel
model.
• In addition to flat-plate panel model, ZTRAN also

requires volume cell model.
-The steady background flow is computed by
ZONA Euler Unsteady Solver (ZEUS) at
Mach=0.95.
-The steady background solution is interpolated
from the ZEUS volume mesh to the ZTRAN
volume cells.
ZONA6/ZONA7 Aerodynamic Model ZTRAN Aerodynamic Model

ZEUS Steady Aerodynamic Solution at Mach=0.95
• The ZEUS solution shows that transonic shock occurs on aileron.
• The oscillating transonic shock on aileron could cause Type B buzz in transonic
Mach numbers and Type C buzz in low supersonic Mach numbers.
CP
0.35
0.3
0.25
0.2
0.15
0.1
0.05
0
-0.05
-0.1
-0.15
-0.2
-0.25
-0.3
-0.35
-0.4
Pressure distribution computed by Transonic shock on aileron

ZEUS

Flutter Solutions using 10 Modes
• The flutter speed and the frequency predicted by ZONA6 using 10 modes are much
greater than those predicted by ZTRAN and ZONA
− showing that the flutter mode predicted by ZONA6 is probably a conventional
bending-torsion coupling flutter mode and not a single degree-of-freedom buzz
flutter mode
ZTRAN at Mach=0.95
V-g diagram
ZONA6 at Mach=0.95 ZONA7 at Mach=1.10
0.60 V-g diagram V-g diagram
V-g diagram 0.60 0.60
0.60
0.40 G,MODE--1
0.40 0.40
0.40 G,MODE--2
0.20 G,MODE--3
0.20 0.20
0.20 G,MODE--4
damping
damping
damping
0.00
damping
G,MODE--5
0.00 0.00
0.00 G,MODE--6
-0.20 G,MODE--7
-0.20 -0.20
-0.20
G,MODE--8
-0.40
-0.40 -0.40 G,MODE--9
-0.40
G,MODE-10
-0.60
-0.60 -0.60
0.0E+00
-0.60 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+
V (inch/sec) 0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+ 0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+04 1.2E+04 1.4E+04
0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+
V (inch/sec) V (inch/sec)
V (inch/sec)
V-f diagram
V-f diagram 80.0 V-f diagram
80.0 80.0
70.0 WHZ,MODE--1
70.0 70.0
WHZ,MODE--2
60.0
60.0 60.0 WHZ,MODE--3
Frequency (Hz)
50.0
Frequency (Hz)
50.0
Frequency (Hz)
WHZ,MODE--4
50.0
40.0 WHZ,MODE--5
40.0 40.0
WHZ,MODE--6
30.0
30.0 30.0 WHZ,MODE--7
20.0 WHZ,MODE--8
20.0 20.0
WHZ,MODE--9
10.0
10.0 10.0 WHZ,MODE-10
0.0
0.0 0.0
0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+
0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+ 0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+04 1.2E+04 1.4E+04
V (inch/sec)
V (inch/sec) V (inch/sec)
Flutter speed=2358 inch/sec, Flutter speed=5500 inch/sec, Flutter speed=1781 inch/sec,

Flutter Frequency=5.81 Hz Flutter Frequency=6.33 Hz Flutter Frequency=5.74 Hz

Flutter Mode using 10 Modes
ZTRAN at Mach=0.95 ZONA6 at Mach=0.95 ZONA7 at Mach=1.10

Aileron buzz flutter mode 1 bending-torsion flutter
st Aileron buzz flutter
mode mode
Flutter speed=2358 inch/sec, Flutter speed=5500 inch/sec, Flutter speed=1781 inch/sec,

Flutter Frequency=5.81 Hz Flutter Frequency=6.33 Hz Flutter Frequency=5.74 Hz

Flutter Solutions Using 1 Mode
• Using only one mode (aileron mode), ZTRAN and ZONA7 still can predict flutter; showing
that this flutter mode is a single degree-of-freedom buzz mode.
• ZONA6 fails to predict flutter; demonstrating that buzz cannot be captured by ZONA6.
ZTRAN at Mach=0.95 ZONA6 at Mach=0.95 ZONA7 at Mach=1.10
V-g diagram V-g diagram V-g diagram
0.60 0.60 0.60
0.40 0.40 0.40
0.20 0.20 0.20 G,MODE--1

damping
damping
damping
0.00 0.00 0.00
-0.20 -0.20 -0.20
-0.40 -0.40 -0.40
-0.60 -0.60 -0.60

0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+ 0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+ 0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+04 1.2E+04 1.4E+04
V (inch/sec) V (inch/sec) V (inch/sec)
V-f diagram V-f diagram V-f diagram
10.0 10.0 10.0
9.0 9.0 9.0
8.0 8.0 8.0
WHZ,MODE--1
7.0 7.0 7.0
Frequency (Hz)
Frequency (Hz)
Frequency (Hz)
6.0 6.0 6.0
5.0 5.0 5.0
4.0 4.0 4.0
3.0 3.0 3.0
2.0 2.0 2.0
1.0 1.0 1.0
0.0 0.0 0.0
0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+ 0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+ 0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+04 1.2E+04 1.4E+04
V (inch/sec) V (inch/sec) V (inch/sec)
Flutter speed=2609 inch/sec, Flutter speed=1842 inch/sec,

No flutter
Flutter Frequency=5.85 Hz Flutter Frequency=5.75 Hz

Flutter Mode using 1 Mode
ZTRAN at ZONA6 at ZONA7 at

Mach=0.95 Mach=0.95 Mach=1.10
Flutter speed=2609 inch/sec, Flutter speed=1842 inch/sec,

No flutter
Flutter Frequency=5.85 Hz Flutter Frequency=5.75 Hz

Flutter Solution Comparison
• Flutter solution using only one mode clearly demonstrates that type B buzz and type
C buzz can be predicted by ZTRAN and ZONA7, respectively.
• Linear subsonic unsteady potential method like ZONA6 cannot capture transonic
shock, therefore, cannot predict buzz.
ZTRAN, Mach=0.95 ZONA7, Mach=1.10
10 modes 1 mode 10 modes 1 mode
V (inch/sec) 2358 2609 1781 1842
F (Hz) 5.81 5.85 5.74 5.75

ZTAW: AIC Correction Method
Functionality
• Generates a corrected AIC matrix to match the given set of forces/moments or unsteady pressures.
Main Features
• The AIC correction module computes the AIC weighting matrix using a ZONA Transonic AIC Weighting (ZTAW)
method that adopts a successive kernel expansion procedure.
• The ZTAW method is an improved AIC correction method over the previous correction methods such as the
force/moment correction method by Giesing et al and the downwash weighting matrix (DWM) method by Pitt and
Goodman. With in-phase pressures obtained by wind-tunnel measurement or CFD, ZTAW yields accurate out-of-
phase and higher frequency pressures resulting in well-correlated aeroelastic solutions whereas the previous
method yield erroneous out-of-phase pressure in terms of shock jump behavior.
• Four methods are incorporated in ZTAW: the steady downwash weighting matrix method, the unsteady downwash
weighting matrix method, the steady force correction matrix method, and the unsteady force correction matrix
method.
Unsteady Pressure Validations
F-5 Wing at M = 0.95 and k = 0.264 LANN Wing at M = 0.822 and k = 0.105
50 10
20 6 Experiment
40 ZTAW 5
15 4 y/2b=64.1%
DWM 0
10 2 30
0 0.5 1
Im(∆Cp)
Im (Ξ C p )
y/2b=65% -5
Re (Ξ Cp )
Re(∆Cp)
0
Re (Ξ C p)
Re(∆Cp)
Im (Ξ Cp)
Im(∆Cp)
5
20
0 0.5 1 -10
-2 y/2b=65%
0
0 0.2 0.4 0.6 0.8 1 -4 Experiment 10 -15 Experiment
-5 Experiment ZTAW
-6 ZTAW -20
ZTAW y/2b=64.1% 0
DWM
-10 DWM
DWM -8 0 0.2 0.4 0.6 0.8 1 -25
-10
-15 -10 X/C
X/C X/C
X/C

Review of the Correction Methods
• Force/moment AIC correction method (Giesing et al 1976, Jadic et al 2000)
{F } = [ L] C  [ A]{W }
given f
where {Fgiven} : a set of component forces/moments to be matched

[L] : a load integration matrix
[A] : the aerodynamic influence coefficient matrix
{W } : the downwash vector; {W }={hx+ikh}
[Cf] : the sought weighting matrix
• Downwash weighting matrix (Pitt and Goodman) - DWM

{Cpgiven} = [A][Cd]{W }
When {Cpgiven} : a given pressure distribution to be matched

[Cd] : the sought weighting matrix
•Dau-Garner method for unsteady pressure correction (Dau, K, 1992, and Garner, H.C., 1977)
X
=Cp ( ik ) R ( ik ) Cpgiven ( 0 ) + ik ∫ R ( ik ) Cp ( 0 )dξ
given
X L.E .
Ψ x ( ik )
where R ( ik ) =
Ψ x ( 0)
and Ψ x ( ik ) and Ψ x ( 0 ) are the velocity potential gradient of the unsteady
and steady flows, respectively.
Shortcoming of Previous Correction Methods
• Generally lack of a rational procedure to obtain out-of-phase and higher-frequency pressures.
• Some provide good in-phase pressures (since in-phase pressure can be derived from given steady
pressure), but their out-of-phase pressures showed the wrong trend.
Dau-Garner Method Downwash Weighting Method (DWM)
• Twin-Engine transport at M = 0.8, k = 0.52 • LANN wing at M = 0.822, k = 0.105

• Steady pressure given by TRANAIR • Steady pressure given by CFL3D
80
70 Experiment
60 DWM
50
Re (¬Cp)
40
30
y/2b=47.5%
20
10
0
0 0.2 0.4 0.6 0.8 1
-10
X/C
10
0
0 0.2 0.4 0.6 0.8 1
-5
Im (ℵCp)
-10 y/2b=47.5%
-15
Experiment
-20
-25
DWM
(taken from ISASTL-96-1.3.4, Dr. Gautam SenGupta) -30

X/C

What’s Wrong With These Correction Methods?
• For Dau-Garner method at k <<1
– The unsteady pressure formula: Cp ( ik ) = −2 (φx (ik ) + ikφ (ik ) )
– For k<<1,φx (ik ) ≈ φxR + ikφxI, therefore Cp ( ik ) =−2 φx + ik (φx + φ )  where φ = ∫ φx dx
R I R
– In the Dau-Garner method, the out-of-phase term φx is missing. I
• For downwash weighting method (DWM) at k <<1

– Cp ( ik ) = ( AR + ikAI )( Cd ){hx + ikh} = AR Cd hx + ik ( AI Cd hx + AR Cd h )
AR* hx + ik ( AI*hx + AR* h ) where AR = AR Cd and AI = AI Cd
* *
=
*
– Because AR hx = Cpgiven is the imposed condition, the in-phase pressure is the given
steady pressure; i.e. AR* contains the correct in-phase shock jump condition.
– However, the term AI*hx in the out-phase pressure is arbitrary thus does not result in
correct out-phase shock jump behavior.
• The above discussion suggests that the out-phase terms φx or AI* cannot be obtained
I
from the given in-phase pressure; they must be obtained from a rational formulation,
i.e. based on the unsteady equation.

The Successive Kernel Expansion Method
• ZTAW using the Successive Kernel Expansion Procedure (SKEP) consists of the following
steps:
– Obtain the corrected AR* at k=0 using the downwash weight method
– Inject AR* back to the linear unsteady potential equation to recover the out-phase
pressure
• The integral equation of the unsteady panel method reads:
W ( ik ) =hx + ikh =∫∫ ∆Cp ( ik ) K ( ik ) dA
A
– Expanding ∆Cp ( ik ) and K ( ik ) in terms of (ik)n gives:
∫∫ ( ( ik ) ∆Cp )(
+ ik ∆Cp1 + ( ik ) ∆Cp 2 + ... K 0 + ikK 1 + ( ik ) K 2 + ... dA )
0 0 2 2
hx +=
ikh
A
– Collecting the (ik)n terms for n = 0, 1, 2, …

Cp 0  A0  {hx } , where [A0] = [K0]-1
{hx }  K 0  {∆Cp} → ∆=
O ( ik ) : =
0
{h}  K 1  {∆Cp 0 } +  K 0  {∆Cp1} → ∆=

O ( ik ) : =
1
{
Cp1  A0  {hx } −  K 1  {∆Cp 0 } }
O ( ik ) :
2
{0}= {
 K 0  {∆Cp 2 } +  K 1  {∆Cp1} +  K 2  {∆Cp 0 } → ∆Cp 2=  A0   K 1  {∆Cp1} +  K 2  {∆Cp 0 } }

• Replace A0 by AR* (because AR hx = ∆Cpgiven) to compute ∆Cp n , (n = 0, 1, 2, …), in a
*
successive manner.

Test Cases
• Validation of unsteady pressure
– F-5 wing pitching about 50% root chord at M = 0.9 and k = 0.275.
– F-5 wing pitching about 50% root chord at M = 0.948 and k = 0.264.
– LANN wing in pitch mode about 62% root chord at M = 0.822 and k = 0.105.
– Lessing wing in first bending mode at M = 0.9 and k = 0.13.
• Validation of flutter boundary

– AGARD 445.6 wing
– PAPA wing
• Cpgiven is computed by CFL3D N-S solver at two angles of attack (α1 and α2):
∆Cp Cp (α1 ) − Cp (α 2 )
Cp=
given =
∆α α1 − α 2

F-5 Wing Pitching About 50% Root Chord at M = 0.9 and k = 0.275
• CFL3D N-S solution at M = 0.9 and α = 0° correlate very well with the test data.
∆Cp
• ∆α
is computed by (Cp(α = 0.5°)-Cp(α = 0°))/0.5° and used to obtain AR* by the downwash
correction method.
-0.8 -0.8 -0.8
y/2b=51.5% y/2b=87.5% y/2b=97.7%
-0.4 -0.4 -0.4
Steady Cp
Steady Cp
Steady Cp
0 0 0
Experiment (Upper)
0.4 Experiment (Upper)
0.4 α 0.4 Experiment (Upper)
Experiment (Lower)
Experiment (Lower) Experiment (Lower)
CFL3D (Upper)
CFL3D (Upper) 0.8 CFL3D (Upper)
0.8 CFL3D (Lower) 0.8
CFL3D (Lower) CFL3D (Lower)
0 0.2 0.4 0.6 0.8 1
0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1
X/C X/C
X/C
Y/2b=51.5 % Y/2b=87.5 % Y/2b=97.7 %
40 60
25
35
50
dCp/dα (steady)
dCp/dα (steady)
dCp/dα (steady)
30 20
40
25
15
20 30
15 10
20
10
5
5 10
0 0 0
0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0
-5 0.0 0.2 0.4 0.6 0.8 1.0
-5 -10
X/C
X/C X/C
F-5 Wing Pitching About 50% Root Chord at M = 0.9
• The in-phase Cp computed by downwash weighting method and ZTAW give good agreement
with the test data.
• The out-of-phase Cp computed by downwash weighting method shows erroneous shock
jump behavior.
30
35 60
Experiment y/2b=87.5% Experiment
Experiment y/2b=51.5% 25
30 ZTAW 50 ZTAW
ZTAW 20 DWM DWM
25 40
DWM
15
Re ( Cp)
y/2b=97.7%
Re ( Cp)
20
Re ( Cp)
30
10
15
5 20
10
0 10
5
0 0.2 0.4 0.6 0.8 1
-5 0
0
0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1
-10
-5 -10
X/C X/C X/C
15 10 15
10 10
5
5
5
Im ( Cp )
Im ( Cp )
Im ( C p)
0 0
0 0.2 0.4 0.6 0.8 1
-5 0 0.5 1 0 0.2 0.4 0.6 0.8 1
-5 y/2b=87.5% -5
-10 y/2b=97.7%
Experiment Experiment -10
-15 -10 Experiment
ZTAW ZTAW
-15 ZTAW
-20 y/2b=51.5% DWM
DWM DWM
-15 -20
-25
X/C X/C X/C

F-5 Wing Pitching About 50% Root Chord at M = 0.948 and k = 0.264
• CFL3D N-S solution at α = 0° correlates very well with the test data.
∆Cp
• is computed by (Cp(α= 0.5°)-Cp(α = 0°))/0.5° and used to obtain AR* by the downwash correction
∆α
method.
-0.8 -0.8
-0.8
y/2b=35.2% y/2b=64.1% y/2b=81.7%
-0.4 -0.4 -0.4
Steady Cp
Steady Cp
Steady Cp
0 0 0
Experiment (Upper)
0.4 Experiment (Upper) 0.4 0.4 Experiment (Upper)
Experiment (Lower) Experiment (Lower) Experiment (Lower)
CFL3D (Upper) CFL3D (Upper) CFL3D (Upper)
0.8 0.8 0.8
CFL3D (Lower) CFL3D(Lower) CFL3D (Lower)
0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1
X/C
X/C X/C
Y/2b=35.2 % Y/2b=64.1 % Y/2b=81.7 %
10 25 35
9
30
8
dCp/dα (steady)
20
dCp/dα (steady)
dCp/dα (steady)
7 25
6 15 20
5
4 10 15
3 10
2 5
5
1
0 0 0
0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0
X/C X/C X/C

F-5 Wing Pitching about 50% Root Chord at M = 0.948 and k = 0.264
• This case clearly shows that the downwash weighting method results in erroneous shock
jump behavior in the out-phase pressures.
20 25
25
Experiment
Experiment
15 20
ZTAW
20 ZTAW DWM
DWM 10
Re ( Cp )
15 15
y/2b=81.7%
Re ( Cp )
Re ( C p )
5
y/2b=35.2%
10
10
0
5 0 0.2 0.4 0.6 0.8 1
-5 Experiment 5
0 ZTAW y/2b=64.1%
-10
0 0.2 0.4 0.6 0.8 1 DWM 0
-5 -15 0 0.2 0.4 0.6 0.8 1
X/C X/C X/C

6 6
6
4
y/2b=35.2% 4 y/2b=81.7%
4 y/2b=64.1%
2
2
2 0
0 0 0.2 0.4 0.6 0.8 1
Im ( C p)
0 -2
Im ( C p)
Im ( Cp )
0 0.2 0.4 0.6 0.8 1

-2 -2 0 0.5 1 -4
-6
-4 -4 Experiment
-8
-6 Experiment -6 ZTAW Experiment
-10
ZTAW DWM ZTAW
-8 -8 -12 DWM
DWM -14
-10 -10
X/C X/C X/C

LANN Wing in Pitch About 62% Root Chord at M = 0.822 and k = 0.105
• The CFL3D N-S solution at M = 0.822 and α = 0.6° correlates very well with the test data.
is computed by Cp (α =0.8 ) − Cp (α =0.6 )
∆Cp  
•
∆α
0.2
Cp at Y/L=0.475 Cp at Y/L=0.65 -1.2
1.2
1.2 y/2b=82.5%
1 1 -0.8
0.8 0.8
0.6
Steady Cp
0.6 -0.4
Cp (steady)
Cp (steady)
0.4 0.4
0.2 0
0.2
0 0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 0.4
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 -0.2 Experiment (Uppe r)
-0.2
Experiment (upper) Experiment (upper) Experiment (Lower)
-0.4 -0.4 CFL3D (Upper)
Experiment (lower) Experiment (lower) 0.8
-0.6 CFL3D (Lower)
-0.6
CFL3D CFL3D
-0.8 -0.8 0 0.2 0.4 0.6 0.8 1
X/C X/C
x/c
∆ Cp at Y/L=0.65 Y/L=0.825
Y/L=0.475
50 50
80
70 40
40
60 30
dCp/dα (steady)
30
dCp/dα (steady)
dCp/dα (steady)
50
20
40 20
10
30
10
20 0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
10 0 -10
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 -10 -20
-10 X/C X/C
X/C

LANN Wing in Pitch about 62% Root Chord at M = 0.822 and k = 0.105
• Excellent agreement at y/2b = 47.5% and 65% with test data is obtained by ZTAW while the
downwash correction method gives incorrect shock jump in the out-phase pressure.
• The oscillating pressures at y/2b = 82.5% computed by ZTAW is due to the oscillating ΔCp/Δα
by CFL3D.
50 50
80 Experiment
Experiment Experiment
40
70 40 ZTAW ZTAW
ZTAW
60 DWM DWM 30 DWM
50 30
y/2b=47.5% 20
y/2b=65%
Re ( Cp )
Re ( Cp)
Re ( C p)
40
20 10
30
0
20 10 0 0.2 0.4 0.6 0.8 1
-10
10
0
0 -20
0 0.2 0.4 0.6 0.8 1 y/2b=82.5%
0 0.2 0.4 0.6 0.8 1
-10 -30
-10
X/C X/C
X/C
10
10 10 8 y/2b=82.5%
5
5 6
0 4
0 0.2 0.4 0.6 0.8 1 0
-5 2
Im ( C p)
0 0.5 1
Im ( C p)
Im ( C p)
-5 0
-10
0 0.2 0.4 0.6 0.8 1
-10 y/2b=65%
-2
-15 y/2b=47.5%
-4
-20
-15 Experiment Experiment
Experiment -6
ZTAW ZTAW
-25 ZTAW -20 -8
DWM DWM DWM
-30 -25 -10
X/C
X/C X/C
Lessing Wing in First Bending Mode at M = 0.9 and k = 0.13
• The objective of this test case is to demonstrate that ZTAW can give accurate unsteady pressure of
bending mode even if ΔCp/Δα is computed based on a pitch mode at k = 0.
-0.4 -0.4
-0.5
y/2b=50% -0.3 -0.3
-0.4
-0.2 -0.2
-0.3
Steady Cp
-0.1
Steady Cp
-0.2 -0.1
Steady Cp
-0.1 0 y/2b=70% 0
y/2b=90%
0 0.1 0.1
Experiment (Upper) Experiment (Upper)
0.1
Experiment (Upper) 0.2
Experiment (Lower) 0.2
Experiment (Lower)
0.2 Experiment (Lower) CFL3D (Upper)
0.3 0.3 CFL3D (Upper)
CFL3D (Upper) CFL3D (Lower)
0.3 CFL3D (Lower)
CFL3D (Lower) 0.4 0.4
0.4 0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1
0 0.2 0.4 0.6 0.8 1
X/C X/C
X/C
Y/2b=70 % Y/2b=90 %
Y/2b=50 % 18 14
20
16
12
14
15 10
dCp/dα (steady)
12
dCp/dα (steady)
dCp/dα (steady)
10 8
10 8
6
6
5 4 4
2 2
0 0
0.0 0.2 0.4 0.6 0.8 1.0 0
-2 0.0 0.2 0.4 0.6 0.8 1.0
0.0 0.2 0.4 0.6 0.8 1.0
-5 -4 -2
X/C X/C X/C

Lessing Wing in First Bending Mode at M = 0.9 and k = 0.13
• Excellent agreement with test data is obtained by ZTAW.
• The linear method such as ZONA6 fails to predict the unsteady shock effects, as expected.
14 16 16
Experiment (Test 1) Experiment (Test 1) Experiment (Test 1)
12 Experiment (Test 2) 14 14
Experiment (Test 2) Experiment (Test 2)
ZONA6 (Linear) ZONA6 (Linear) 12
10 ZTAW
12 ZONA6 (Linear)
ZTAW
Magnitude
Magnitude
ZTAW
Magnitude
10 10
8
y/2b=50 % y/2b= 70%
8 8
6 y/2b=90%
6 6
4
4 4
2 2 2
0 0 0
0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1
X/C X/C X/C
300 300 300
Experiment (Test 1) Experiment (Test 1) Experiment (Test 1)
250 Experiment (Test 2) 250 Experiment (Test 2) 250 Experiment (Test 2)
ZONA6 (Linear)
Phase Angle (deg)

ZONA6 (Linear) ZONA6 (Linear)
Phase Angle (deg)
Phase Angle (deg)
200 ZTAW 200 ZTAW 200

ZTAW
150 150
150
100 100
100
50 50
50
y/2b=50% y/2b=70% y/2b=90%
0 0
0
0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1
0 0.2 0.4 0.6 0.8 1 X/C
X/C X/C
Flutter Boundary of PAPA Wing at α = 1°
• Pitch And Plunge Apparatus (PAPA) wing has a camber supercritical airfoil with maximum thickness of
12% and a rectangular planform with chord of 16 inches and semi-span of 32 inches.
• Structural support provides two modes: a plunge mode (3.43Hz) and a pitch mode (5.44Hz)
• The downwash correction method largely under predicts the flutter dynamic pressure while the flutter
results of ZTAW correlate well with test data.
α = +1 (deg) α = +1 (deg)
190 190
Experiment
Dyn. Pressure (psf)

Dyn. Pressure (psf)
Experiment
Zona 6
Zona 6
170 170 ZTAW
DWM
150 150
130 130
0.3 0.4 0.5 0.6 0.7 0.8 0.9 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Mach Mach
6
6
α = +1 (deg)
α = +1 (deg)

5.5 Experiment
5.5 Experiment
Zona 6 Zona 6
DWM ZTAW
5 5
4.5
4.5
4
0.3 0.4 0.5 0.6 0.7 0.8 0.9 4
Mach 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Mach

Why ZTAW if ZTRAN is available?
• Accurate hinge moment of control surface is
difficult to predict using computational methods 0.14
f=5Hz k=0.0492
90
f=5Hz k=0.492
even for Navier-stokes solver. 0.12

TDT Data 60 TDT Data
0.1
• Accuracy of hinge moment sometimes is critical
CFL3D
Phase Angle
CFL3D
0.08 30
for flutter prediction if the control surface 0.06

0.04
0
-30
rotation mode is involved in the flutter 0.02
0 -60
mechanism. 0 0.2 0.4 0.6

X/C
0.8 1 1.2 0 0.2 0.4
X/C
0.6 0.8 1
‒ The T-46A jet trainer encountered an Unsteady Pressure Distributions of BACT Model
unexpected flutter oscillation in flight that Analysis at 60% Span Station, M = 0.82, α = 0°, and
involved the interaction of the aileron rotation Flap Oscillation Amplitude = 4°
mode with wing bending mode.
‒ Pre-test flutter analysis using linear theory did
not predict this instability.
‒ Comparing to the wind tunnel data, the hinge
moment computed by linear theory should be
reduced by as much as 50 to 60%.
‒ Post-test flutter analysis showed that the
flutter speed highly depends on the hinge
moment and when the hinge moment is The T-46A Jet
Doublet Lattice
reduced to 63%, an aileron rotation and wing Trainer
Predicted Damping for
bending flutter mode is predicted. Post Test Math Model
• It is highly recommended that ZTRAN be used to account for the transonic shock effects and ZTAW to correct
the unsteady Cp of the control surface mode.

Why ZTAW if ZTRAN is available? (Cont.)
• Because almost all unsteady potential methods including ZONA6, ZONA7, ZSAP, and ZONA7U
as well as DLM implicitly assume that the wake shedding from the trailing edge to be a flat
sheet surface and parallel to the x-axis:
– The lateral/directional stability derivatives are not accurate.
– For instance, at a side slip angle the wake should be nearly parallel to the free-stream
direction along the side slip angle; not to the x-axis.
– This implies that lateral stability derivatives such as Cn and C computed by the
β β
unsteady potential methods are not accurate.
• For a coplanar wing-tail configuration at a negative angle of attack, in the real flow the wake
from the wing passes through underneath the tail.
– But the unsteady potential methods assume that the wake slightly passes above the tail.
– The aerodynamic loads on the tail in the coplanar configuration predicted by the
unsteady potential methods are not accurate due to inaccurate downwash angle.
– Therefore, the aerodynamic derivatives such as CL and CM are not accurate for the
δ δ
coplanar wing-tail configuration like the canard-fin configuration on missile.

• Because the lateral gust force at k=0 is Cn , the GAF of the lateral gust force must be corrected
β
by the AIC correction or by the RBQHH bulk data card.

• For a T-tail configuration, the GAF of the rolling moment due to vertical tail torsion mode is a
dominant term involved in the T-tail flutter mechanism. Because this GAF at k=0 is equivalent
to C , it must be adjusted by the AIC correction method.
β
Recommended Applicable Mach Number Ranges of the
Five Unsteady Aerodynamic Methods
• In linear subsonic and supersonic flows, the ZTRAN solution reduces back to that of the
ZONA6 and ZONA7, respectively.
• Between M=0.98 and 1.02, the unsteady flow is highly oscillatory due to the 1 1 − M 2
term in the potential equation. For this Mach number range, approximating M=1.0 and
using ZSAP is recommended.
M=0.85 for thin wing M=1.2 for thin wing
M=0.75 for thick wing 0.98 1.02 M=1.5 for thick wing 3.0
Mach Number ∞
ZONA6
ZONA7
ZTRAN
ZONA7U
ZSAP
Linear subsonic flow Transonic Transonic Linear Hypersonic

flow flow supersonic flow
flow
Sonic flow
Approximate M=1.0

Section 4
AIC Matrix Generation
Section 4.2 Bulk Data Card Input

Input for AIC Matrix Generation (UAIC Module)
Name Description Remarks

Specifies a weighting factor to modify the unsteady aerodynamic pressure
CPFACT Optional
coefficients
GENGUST Defines the gust angle and gust zones Optional
INPCFD Imports the steady CFD solution from a structured CFD code Optional
INPCFD1 Imports the steady CFD solution from an unstructured CFD code Optional
Define Mach number, reduced frequencies and aerodynamic methods for
MKAEROZ Required
unsteady aerodynamic data generation
OMITCFD Omits CFD grid points from the interpolation Optional
PLTCP ASCII Text File Generation for Plotting the Unsteady Pressure Coefficients Optional
Replaces the rigid-body submatrix in the generalized aerodynamic forces matrix
RBQHH Optional
by user’s imported aerodynamic stability derivatives.
TRIMFLT Specifies the unsteady aerodynamic mean flow conditions Optional
THERMO Specifies the boundary condition of the aeroheating analysis Optional
WT1AJJ Corrects the AIC matrix by a force/moment correction matrix Optional
Specifies a set of component forces and moments for generalizing the AIC
WT1FRC Optional
weighting matrix
WT2AJJ Corrects the AIC matrix by a downwash weighting matrix Optional
WTQHH Corrects the generalized aerodynamic force matrix Optional
WTUCP Corrects the unsteady pressure of the selected modes Optional

Bulk Data Cards for Generating AIC Matrix
Volume Cell
Aerodynamic Model
Panel Model
For ZTRAN Method

TRIMFLT INPCFD/ INPCFD1
MKAEROZ
Defines Mean Flow Import CFD Steady
Defines Mach Numbers Condition;
and ki, i = 1, 2,…, n background Flow
For ZTAW Method α , β , δ i ,...etc. Solution
AIC Correction
Run Time Database
• Force Correction Method: GENGUST
WT1AJJ, WT1FRC OMITCFD
• Symmetric / Asymmetric B.C. Generate Gust Cp
• Downwash Correction Omits CFD Solution
 AICS ( ki )  , i = 1, 2,  , n and Column;
from the Interpolation
Method: WT2AJJ • Anti-Symmetric B.C. AJG(ki) and
• Cp Correction of Selected QHG(ki)
Mode: WTUCP  AICA ( ki )  , i = 1, 2,  , n
Computes Unsteady Pressure AJH(ki)

• Symmetric / Asymmetric Modes PLTCP
CPFACT
Factor Applied to  AJHS ( ki )  =  AICS ( ki )  [φs ] Plot Unsteady
[AJH(ki)] • Anti-Symmetric Modes Pressure
 AJHA ( ki )  =  AICA ( ki )  [φa ]
RBQHH Computes Generalized Aerodynamic

Replace Rigid Body Forces QHH(ki)
Sub-Matrix in QHH • Symmetric / Asymmetric Modes
by Imported
QHHS ( ki )  = [φs ] [ SKJ ]  AJHS ( ki ) 
T T
Aerodynamic
Stability Derivatives • Anti-Symmetric Modes
QHHA ( ki )  = [φa ] [ SKJ ]  AJHA ( ki ) 
T T

Sample Input Deck
$*****************************************************************************
$
$ MKAEROZ TO GENERATE AIC MATRICS FOR M=0.9 AT ANGLE OF ATTACK = 2 DEGREES
$
$*****************************************************************************
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$ IDMK MACH METHOD IDFLT SAVE FILENAME PRINT
MKAEROZ 10 0.9 0 10 +MK1
$ FREQ1 FREQ2 FREQ3 ETC
+MK1 0.05 0.1 0.2 0.3 0.4 0.5 0.6 0.7 +MK2
+MK2 0.8
$*****************************************************************************
$ IDFLT INPCFD ALPHA BETA PRATE QRATE RRATE THERMO
TRIMFLT 10 2.0
$*****************************************************************************

MKAEROZ – Unsteady Aerodynamics Generator
Description: Defines a Mach number, mean flow condition, and a list of reduced frequencies for unsteady
aerodynamic data generation by either the ZONA6, ZONA7, ZSAP, ZTRAN, or ZONA7U method.
Format and Example:
1 2 3 4 5 6 7 8 9 10
MKAEROZ IDMK MACH METHOD IDFLT SAVE FILENM PRINT CONT
CONT FREQ1 FREQ2 FREQ3 FREQ4 -etc-
MKAEROZ 100 0.9 3 2 SAVE AERODATA -3 +BC

+BC 0.02 0.1 0.3 -2.0
MKAEROZ bulk data card is not referred to by any other bulk data card. All MKAEROZ bulk data cards are
automatically processed to generate the unsteady aerodynamic data regardless of whether or not they are
used by the downstream disciplines.
IDMK
1. IDMK must be unique among all MKAEROZ bulk data cards. (Integer > 0)
2. IDMK is referred to by the CPFACT, FIXHATM, FIXMACH, FIXMATM, FIXMDEN, GENGUST, GVTFLUT, PLTCP,
RBQHH, TRIM, WT1AJJ, WT2AJJ, WTQHH, and WTUCP bulk data cards.
MACH
1. Mach number. (Real ≥ 0.0)
2. Each MKAEROZ specifies only one Mach number.
3. Further correction of the AIC matrix can be done by the wind-tunnel data and CFD results using either the
CPFACT, RBQHH, WT1AJJ, WT2AJJ, WTQHH, or WTUCP bulk data cards.

MKAEROZ – Unsteady Aerodynamics Generator (cont.)
METHOD
1. Flag for specifying linear or nonlinear aerodynamic methods (Integer ≥ 0, or blank)
• METHOD=0 and MACH<1.0 the linear subsonic unsteady aerodynamic method (ZONA6)
• METHOD=0 and MACH>1.0 the linear supersonic unsteady aerodynamic method (ZONA7)
• METHOD=0 and MACH=1.0 the sonic Acceleration Potential method (ZSAP)
• METHOD=2 and MACH>1.0 the unified hypersonic/supersonic unsteady aerodynamic method (ZONA7U)
• METHOD=-2 and MACH>1.0 ZONA7U with aeroheating analysis
• METHOD=3 and MACH≠1.0 the transonic unsteady aerodynamic method (ZTRAN)
• METHOD=-3 and MACH≠1.0 ZTRAN with more nonlinear terms in the TSD equation
• METHOD=4 and MACH>1.0 ZONA7U with the steady background flow from CFD solution
IDFLT
1. Identification number of TRIMFLT bulk data card to define the mean flow conditions. (Integer ≥ 0)
2. The unsteady aerodynamic data are computed by a perturbation about the mean flow condition.
3. If IDFLT=0, then zero mean flow is employed.
4. IDFLT cannot be zero if METHOD = -2, METHOD = 3 or METHOD = -3.
SAVE
1. Save the Aerodynamic Influence Coefficient (AIC) data generated by the current MKAEROZ bulk data card to file “FILENM” or
retrieve AIC from “FILENM” (Characters or blank)
• SAVE= “SAVE” saves the AIC data.
• SAVE= “ACQUIRE” retrieves an existing file containing AIC data.
• SAVE = “ADD” retrieves an existing file containing AIC data and adds new reduced frequencies to it.
• Otherwise do not save or retrieve data.
2. For a half span aerodynamic configuration, both symmetric AIC and anti-symmetric AIC matrices are always generated together
regardless of the boundary conditions of the structural modal solution.
3. Thus, once AIC is saved, the restart job can use either the symmetric or anti-symmetric structural modal solutions.

MKAEROZ – Unsteady Aerodynamics Generator (cont.)
FILENM
1. Specifies the file name on which the AIC data is saved or retrieved.
2. A dollar sign “$” followed by integer refers to the identification number of an EXTFILE bulk data card. This
feature allows for file names up to 56 characters to be input.
PRINT
1. Print flag (Integer)
• PRINT= 0 No print.
• |PRINT| ≥ 1 Print out the unsteady aerodynamic pressure coefficients as well as the steady
aerodynamic pressure coefficients of the mean flow (specified in the TRIMFLT bulk data
card).
• |PRINT| ≥ 2 Print out the aerodynamic pressure coefficients and generalized aerodynamic forces of
the control surface motion and load modes (For all AESURFZ, AESLINK, PZTMODE or
GRIDFRC and LOADMOD bulk data cards).
• |PRINT| ≥ 3 Print out the aerodynamic pressure coefficients and generalized aerodynamic forces of
the rigid body motions as well as the static and dynamic stability derivatives.
• PRINT< 0 Print out the aerodynamic geometric data.
FREQi
1. The absolute value of FREQi represents the reduced frequency k which is defined as: k=ω (REFC/2) / V∞
where REFC is the reference chord length defined in the AEROZ bulk data card. (Real)
2. The value of the first reduced frequency is hot-wired to be 0.0.
3. FREQi can be negative that “triggers” the program to adopt more Gaussian integration points for accurate
numerical integration at high-reduced frequencies.

Reusing the Saved AIC Matrix
• Because the AIC matrix only contains the pure aerodynamic characteristics of the
configuration, it is independent of the structure, therefore, can be saved and repeatedly
reused for structural variations.
• The AIC matrix must be recomputed when: For ZTRAN method, if the AIC is
– The aerodynamic panel model is changed. acquired, ZAERO does not
process either INPCFD or
– The Mach number is changed. INPCFD1 bulk data cards.
– The input bulk data card TRIMFLT is changed.
– A new reduced frequency is specified.
– The steady background flow for the ZTRAN method is changed.
• The AIC matrix can be reused even when:
– The structural finite element model is changed.
– The spline input card is changed.
– Any input bulk data card for FLUTTER, TRIM, MLOADS, GLOADS, ELOADS, and NLFLTR is changed.
• Reusing a previously saved AIC matrix can significantly reduce the computational time.
• If the aerodynamic panel model is changed but a saved AIC is reused, then
– A run time database matrix reading error occurs if the number of boxes of the changed
aerodynamic model is different from the size of the saved AIC matrix.
– No error can be detected by the program if the number of boxes remain the same as the size of
the saved AIC matrix but the geometry is changed. Obviously, this leads to a wrong solution.

MKAEROZ – Modeling Guidelines
Criterion for solution convergence at high reduced frequencies 5.0
M=1.11
4.0
• The frequency-domain unsteady pressure is oscillatory in nature. The number of wave of the 3.0
M=1.25
M=2.5
oscillatory pressure along the streamwise direction is proportional to the so-called
Re(∆ CP)/2
2.0
compressible reduced frequency 1.0
– The number of waves increases when k increases or M approaches to one kM 1 − M 2 0.0

-1.0
– Because of this oscillatory nature, convergence of the solution with respect to the number of
-2.0
aerodynamic boxes along the streamwise direction of the aerodynamic model becomes an 0 0.2 0.4 0.6 0.8 1
important consideration. x/c
2-D Unsteady Pressure Distributions

– At M=1.0, the number of waves is infinite. ZSAP can circumvent this problem by solving the due to Plunging Motion at k=1.0 and
sonic potential equation. M=1.11, 1.25 and 2.5 as Computed by
– Non-converged generalized aerodynamic forces may contaminate the aeroelastic solution. Jordan’s Exact Theory
• For a good representation of one sine wave (i.e, “to capture the wave”), approximately 12
chordwise boxes are required. This gives the minimum chord length of the box as: c = reference chord length
(REFC input on AEROZ card)
c π c ∆x = aero box chord length
∆x < for L = k = reduced frequency (ωL/V)
12 k ( M β ) 2
2
M = Mach number
β = 1− M 2
M x x
0 0 ∆x
Chord (c) Chord (c)
Convergence Criterion of the Minimum Number of Boxes Along the X-Direction
• If this criterion is not satisfied, ZAERO prints out the following warning message: Refer to ZAERO User’s Manual
**** WARNING **** AT MACH=XXX, K=XXX, THE CHORD LENGTH (DX=XXX) OF
Chapter 5.4 for more details.
BODY (OR WING) BOX (ID=XXX) IS TOO LARGE

TRIMFLT – Specifies the Mean Flow
Description: Specifies the mean flow conditions for unsteady aerodynamics computation.
Format and Example:
1 2 3 4 5 6 7 8 9 10
TRIMFLT IDFLT INPCFD ALPHA BETA PRATE QRATE RRATE THERMO CONT
CONT LABEl1 VAL1 LABEL2 VAL2 LABEL3 VAL3 LABEL4 VAL4 -etc-
TRIMFLT 1 100 13.5 0.0 0.0 0.0 0.0 +BC

+BC ELEV 9.0 RUDDER 3.0
IDFLT
1. Identification number. (Integer > 0)
2. ALPHA, BETA, PRATE, QRATE, RRATE and control surface deflections define the mean flow conditions.
3. The thickness and camber distributions (defined by PAFOIL7 bulk data card) of the lifting surfaces also have their
effects on the mean flow. The mean flow aerodynamics can be included in the static aeroelastic/ trim analysis by
the program-assigned trim variable “THKCAM” in the TRIMVAR bulk data card.
INPCFD
1. Identification number of an INPCFD or INPCFD1 bulk data card to import the CFD steady flow solution for the
ZTRAN method. (Integer ≥ 0)
2. If the ZTRAN Method is selected (entry METHOD = 3 in the MKAEROZ bulk data card), the TRIMFLT bulk data card
must exist to import the CFD steady flow solution by the INPCFDi bulk data card.
3. The mean flow condition at which the CFD solution is generated should match those specified by ALPHA,
BETA…etc. Otherwise, a warning message occurs.

TRIMFLT – Specifies the Mean Flow (cont.)
ALPHA, BETA, PRATE, QRATE, RRATE
1. ALPHA Angle of attack in degrees (Real)
2. BETA Side slip angle in degrees (Real)
3. PRATE,QRATE, RRATE Non-dimensional Roll, Pitch, and Yaw rates (Real)
PRATE = (roll rate) × (REFB/2.0) / V
QRATE = (pitch rate) × (REFC/2.0) / V
RRATE = (yaw rate) × (REFB/2.0) / V
THERMO
1. Identification number of a THERMO bulk data card. (Integer ≥ 0 )
2. THERMO cannot be zero if METHOD = -2 (hypersonic with aeroheating analysis) is specified in the MKAEROZ bulk
data card.
LABELi
1. Label of the control surfaces defined in the AESURFZ, AESLINK, PZTMODE, JETFRC or GRIDFRC bulk data card.
(Character)
2. LABEL must be defined in the AESURFZ, AESLINK, PZTMODE, JETFRC or GRIDFRC bulk data cards.
VALi
1. Control surfaces deflection angle in degrees. (Real)

INPCFD – Imports CFD Solution from a Structured CFD Code
Description: Imports the steady-mean flow solution by interpolating the CFD Solution computed at a structured
mesh to the volume cells (if any) and the surfaces boxes. Bulk data card PLTCELL can be used to
visualize the interpolated CFD solution in the volume cells creates]d by CELLWNG, CELLBDY, or, CELLBOX
bulk data card.
Format and Example:
1 2 3 4 5 6 7 8 9 10
INPCFD IDCFD TRANSF OMITCFD FORMCFD CFDMESH CFDOUT CONT
CONT IDCELL1 IDCORD1 SCALE1 FORM1 SMESH1 FLOWU1 CONT
CONT IBLOCK1 ISTART1 IEND1 JSTART1 JEND1 KSTART1 KEND1 UPLOW1 CONT
CONT IDCELL2 IDCORD2 SCALE2 FORM2 SMESH2 FLOWU2 CONT
CONT IBLOCK2 ISTART2 IEND2 JSTART2 JEND2 KSTART2 KEND2 UPLOW2 CONT
… -etc- …
INPCFD 10 20 1 P3D CFD.GRID CFD.P3D +C

+C 10 0 1.3 TECPLOT MESH1.PLT FLOW1.PLT +C
+C 1 15 215 1 20 1 1 LOWER +C
+C 20 3 0.8 FEMAP MESH2.NAS FLOW2.NAS +C
+C 2 25 225 1 15 15 15 UPPER +C
+C 25 20 1.0 TECPLOT MESH3.PLT FLOW3.PLT +C
+C 4 1 1 1 50 21 121 BOTH
IDCFD
1. The absolute value of IDCFD represents the identification number of the INPCFD bulk data card. (Integer)
2. If IDCFD<0, the job execution will be terminated after this INPCFD bulk data card is processed.

INPCFD – Imports CFD Solution from a Structured CFD Code (cont.)
TRANSF
1. Identification number of a CORD2R bulk data card defining a coordinate system in which the CFD mesh is
located. (Integer, default = 0)
2. TRANSF can be a negative integer. This negative sign implies that the CFD mesh is located in the negative y-
axis.
3. Because the CFD mesh may be oriented in an arbitrary fashion with respect to the ZAERO aerodynamic
model, it is required to transform the CFD mesh so that the CFD surface mesh and the ZAERO aerodynamic
model overlap with each other.
z z
z’
y CFD MESH
B y
CFD MESH
C
ZAERO A ZAERO
Aerodynamic Aerodynamic
Model
-y Model
x’
Points A,B,C y’
x of CORD2R x
definition
CORD2R 50 0.0 -100.0 0.0 0.0 -100.0 1.0 +C

+C 0.0 -101.0 1.0
OMITCFD
1. Identification number of an OMITCFD bulk data card to define a set of CFD grid points that are excluded from
the interpolation. (Integer ≥ 0)
2. Because the ZTRAN method requires the velocities of the CFD solution in the inviscid region, the interpolation
for obtaining the steady mean flow velocities in the volume cell must exclude the boundary layers from the
CFD Navier-Stokes solution.

FORMCFD
1. Character sting to specify the format of the CFD mesh and solution. (Character)
2. The INPCFD bulk data card reads in the CFD mesh and solution in the PLOT3D format.
3. Because there are various options of the PLOT3D format, the format, of the CFD file must be one of the
characters shown in the INPCFD bulk data card of the User’s Manual.
CFDMESH
1. Character string up to 16 characters to specify the file name that contains the CFD mesh. (Character)
2. The CFD mesh must be in the PLOT3D format.
CFDOUT
1. Character string up to 16 characters to specify the file name that contains the CFD solution. (Character)
2. The CFD solution must be computed either by the Euler solver or the Navier-Stokes solver.
IDCELLi
1. Optional input to adjust the positions of the ZAERO aerodynamic volume cells (if any) so that their associated
surface aerodynamic boxes overlap the CFD surface mesh. (Integer ≥ 0)
2. An accurate interpolation for the steady mean flow at volume cells from the CFD solution requires a good
matching between the ZAERO aerodynamic model and the CFD surface mesh.
IDCORDi
1. Identification number of a CORD2R bulk data card defining a local coordinate system that is used to adjust the
volume cell’s positions. (Integer ≥ 0)
2. Unlike the TRANSF entry that transforms the CFD mesh to the ZAERO aerodynamic coordinates, the coordinate
system specified by the entry IDCORDi moves and rotates the volume cells including their associated
aerodynamic surface boxes to overlap their corresponding CFD mesh.

IDCELLi, IDCORDi, SCALEi, IBLOCKi, ISTARTi, IENDi, JSTARTi, JENDi, KSTARTi, and KENDi are associated with the local
adjustment of the ZAERO panels to the CFD mesh.
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
INPCFD 90 -10 90 IP3D ../M9A0.grid ../M9A0.sol
700001 43 1.0
51 1 1 93 117 1 21 BOTH
710001 43 1.0
43 1 67 1 33 1 1 BOTH
720001 43 1.0
34 1 32 21 96 1 1 BOTH
………
784001 43 1.0
12 1 48 1 15 1 1 BOTH
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CORD2R 43 0 -5.12 0.9625 44.422 3.9906 0.9625 144.422
95.20 0.7824 102.0

OMITCFD – Excludes the CFD Grid
Description: Excludes the CFD grid points that are normally near the surface mesh from the interpolation from
CFD solution to the ZAERO aerodynamic model.
Format and Example:
1 2 3 4 5 6 7 8 9 10
OMITCFD IDOMIT GAMMA FORM FILEMESH FILESOL GSCALE CONT
CONT BLOCK1 ISTART1 IEND1 JSTART1 JEND1 KSTART1 KEND1 CONT
CONT BLOCK2 ISTART2 IEND2 JSTART2 JEND2 KSTART2 KEND2 CONT
CONT ... -etc- ...
OMITCFD 100 1.133 TECPLOT SURFACE.PLT +OMT

+OMT 1 3 101 5 91 1 4 +OMT
+OMT 2 101 191 1 41 1 5
• Because the ZTRAN method requires velocities of the CFD solution in the inviscid region, the interpolation for
obtaining the steady mean flow velocities in the volume cell (if any) must exclude the boundary layers from the
CFD Navier-Stokes solution.
• This bulk data card allows the user to graphically verify the overlapping between the ZAERO surface boxes and
those CFD grid points near the surface mesh.
IDOMIT
1. Unique identification number. The absolute value of IDOMIT is referred to by an INPCFD bulk data card. (Integer
> 0)
2. IDOMIT can be an negative integer to deactivate the exclusion of boundary layer from the interpolation.

OMITCFD – Excludes the CFD Grid (cont.)
GAMMA
1. Specific heat ratio used in the CFD computation. (Real > 1.0, default = 1.4)
FORMi
1. Format of the output file specified in the entry FILENM
• FORM = “TECPLOT” for generating a TECPLOT file
• FORM = “PATRAN” for generating a PATRAN neutral file
• FORM = “IDEAS” for generating a I-DEAS universal file
• FORM = “FEMAP”for generating a FEMAP neutral file
• FORM = “ANSYS” for generating a ANSYS supported neutral file
• FORM = “NASTRAN” for generating a NASTRAN bulk data deck
• FORM = “NASTL” for generating a NASTRAN bulk data deck with GRID entries in large field
format
FILEMESH
1. Character string up to 16 characters to specify the filename to store the surface boxes and CFD grid points for
plotting. (Character or blank)
FILESOL
1. Charter string up to 16 characters to specify the filename to store the interpolated Cp and Mach numbers on the
surface boxes. (Character or blank)
GSCALE
1. A global scale factor applying to the x, y, and z of all CFD grid points. (Real > 0.0)
BLOCKi, ISTARTi, IEND, JSTART, JEND, KSTARTi, KENDi
1. The CFD grid points defined by BLOCKi, ISTARTi, IENDi, JSTARTi, JENDi, KSTARTi, and KENDi are excluded from the
interpolation for the steady mean flow at the volume cells (if any) and on the surface boxes.

OMITCFD – Excludes the CFD Grid (cont.)
Overlapped ZAERO aerodynamic model and CFL3D surface mesh of AGARD 445.6 wing
Omitted CFD mesh
This figure can be obtained from the

file specified at FILEMESH of
OMITCFD bulk data card.
CFL3D ZTRAN
CP
0.06
0.04
0.02
0
-0.02
file specified at FILESOL of
-0.04
-0.06
-0.08
OMITCFD bulk data card.

-0.1
-0.12
-0.14
-0.16
The comparison of interpolated Cp distribution of ZTRAN aerodynamic

panel and Cp distribution of CFL3D at M=0.954.
PLTCELL – ASCII Text File Generation for
Plotting the Interpolated CFD Solutions on the Cells
Description: Generates the plotting file storing the interpolated CFD solutions in the volume cells
created by the CELLWNG, CELLBDY, and CELLBOX bulk data cards.
Format and Example:
1 2 3 4 5 6 7 8 9 10
PLTCELL SETID IDCFD FORM FILENM
PLTCELL 1 100 TECPLOT $1000
SETID
1. Identification number. (Integer > 0) (See Remark 1)
IDCFD
1. Identification number of an INPCFD or INPCFD1 bulk data card (Integer >0) (See Remark 1)
FORM
1. Character string. Only “TECPLOT” allowed.
FILENM
1. Character string up to 16 characters to specify the filename to store the interpolated CFD solutions on the
cell. If blank, no output file is generated. If the first character is “$”, the rest characters represent an integer
that refers to an EXTFILE bulk data card. (Character or blank)

PLTCELL – ASCII Text File Generation for
Plotting the Interpolated CFD Solutions on the Cells
Remarks:
1. PLTCELL is only activated when its IDCFD entry matches with the identification number of an INPCFD or
INPCFD1 bulk data card.
2. It is recommended that PLTCELL bulk data card be used to ensure that the height of the volume block to
be sufficiently large so that it can encompass the local supersonic zoom.
3. The PLTCELL file can be compared to the original CFD data to ensure the volume data is being imported
correctly, as shown below:
(a) CFD Data (b) PLTCELL Output
Local Mach Number

INPCFD1 – Imports CFD Solution from an Unstructured CFD
Description: Imports the steady-mean flow solution by interpolating the CFD Solution computed at an unstructured
mesh to the volume cells (if any) and the surfaces boxes. Bulk data card PLTCELL can be used to visualize
the interpolated CFD solution in the volume cells creates]d by CELLWNG, CELLBDY, or, CELLBOX bulk
data card.
Format and Example:

1 2 3 4 5 6 7 8 9 10
INPCFD1 IDCFD TRANSF DATA FILECFD NORMCFD XSCALE GAMA CONT
CONT XFORM FILEMESN FILESOL AERONM OMITCFD CONT
CONT IDCELL1 IDCORD1 SCALE1 IDCELL2 IDCORD2 SCALE2 CONT
CONT ... -etc- ...
INPCFD1 10 -20 PLOT3D CFDFILE.DAT 2 12.0 1.24 +C

+C TECPLOT MESH.DAT CP.DAT +C
+C 10 3 1.0
IDCFD
1. The absolute value of IDCFD represents the identification number of the INPCFD1 bulk data card. (Integer)
2. If IDCFD<0, the job execution will be terminated after this INPCFD1 bulk data card is processed.
TRANSF
1. Identification number of a CORD2R bulk data card defining a coordinate system in which the CFD mesh is
located. (Integer, default = 0)
2. TRANSF can be a negative integer. This negative sign implies that the CFD mesh is located in the negative y-
axis.

INPCFD1 – Imports CFD Solution from a Unstructured CFD (cont.)
DATA
1. Character string to specify the type of result stored on the external file CFDFILE. (Character)
2. For DATA = “PLOT3D” the CFD results are in terms of RHO, RHOU, RHOV, RHOW, and E.
3. For DATA=“FUN3D”, the CFD results are computed by FUN3D.
4. For DATA=“CFX”, the CFD results are computed by CFX TM.
5. For DATA ≠ “PLOT3D”, nor “FUN3D”, nor “CFD” the CFD results are in terms of RHO, U, V, W, Cp, Po, M and S.
CFDFILE
1. Character string to specify the file name that contains the unstructured CFD mesh and solution. (Character)
2. The objective of the FILEMESH entries is to output a graphical file that allows the user to verify the
overlapping between the ZAERO surface boxes and those CFD grid points near the surface mesh.
NORMCFD
• NORMCFD = 1, solution is normalized for ρ∞= 1.0, a∞= 1.0
• NORMCFD = 2, solution is normalized for ρ∞ = 1.0, P∞ = 1.0
• NORMCFD = 3, solution is normalized for ρ∞ = 1.0, V∞ = 1.0
• For DATA=“CFX”, NORMCFD refers to the ID of a CFXPRM bulk data card to specify the dimensional
free-stream velocity and pressure.
XSCALE
1. A global scale factor applying to the x, y, and z of all CFD grid points. (Real > 0.0, default = 1.0)
GAMMA
1. Specific heat ratio used in the CFD computation. (Real > 1.0, default = 1.4)
XFORM
1. Format of the output file specified in the entries FILEMESH and FILESOL.

INPCFD1 – Imports CFD Solution from a Unstructured CFD (cont.)
FILEMESH
1. Character string up to 16 characters to specify the filename to store the surface boxes and CFD grid points for
plotting. (Character or blank)
FILESOL
1. Charter string up to 16 characters to specify the filename to store the interpolated Cp and Mach numbers on the
surface boxes. (Character or blank)
OMITCFD
1. Identification number of an OMTCFD1 bulk data to exclude some CFD grids in the boundary layer from
interpolation (integer>=0).
IDCELLi
1. Optional input to adjust the positions of the ZAERO aerodynamic volume cells (if any) so that their associated
surface aerodynamic boxes overlap the CFD surface mesh. (Integer ≥ 0)
2. An accurate interpolation for the steady mean flow at volume cells from the CFD solution requires a good
matching between the ZAERO aerodynamic model and the CFD surface mesh.
IDCORDi
1. Identification number of a CORD2R bulk data card defining a local coordinate system that is used to adjust the
volume cell’s positions. (Integer ≥ 0)
2. Unlike the TRANSF entry that transforms the CFD mesh to the ZAERO aerodynamic coordinates, the coordinate
system specified by the entry IDCORDi moves and rotates the volume cells including their associated
aerodynamic surface boxes to overlap their corresponding CFD mesh.
SCALEi
1. A scale factor to adjust the size of the ZAERO volume cells and their associated surface boxes for matching the
size of the CFD mesh. (Real > 0.0, default = 1.0)

OMITCFD1 – Excludes the CFD Grid
Description: Excludes the unstructured CFD solution at CFD volume grids from the interpolated flow in the
volume cells generated by the CELLWNG, CELLBDY, and CELLBOX bulk data cards. These CFD volume
grids are usually within the boundary layer.
Format and Example:

1 2 3 4 5 6 7 8 9 10
OMITCFD1 IDOMIT LEVEL FORM FILEOMIT FILERETAIN MFACT CONT
CONT XMIN1 XMAX1 YMIN1 YMAX1 ZMIN1 ZMAX1 CONT
CONT ... -etc- ...
OMITCFD1 100 1 TECPLOT SURFACE.PLT 0.1 +OMT
+OMT -1090. 200. -100. 100. -330. 250. +OMT
+OMT -200 101.0 -50. 50. -10. 10.
IDOMIT
1. Identification number that is referred to by an INPCFD1 bulk data card.
LEVEL
1. Scheme for omitting CFD grids. If LEVEL=0, the surface grids will be omitted from the volume solutions
because the surface velocities computed by the Navier-Stokes solver are zero
FORM
1. Character. Only “TECPLOT” is allowed.
FILEOMIT
1. Character string up to 16 characters to specify the filename to store the omitted CFD grid points. If blank, no
output file is generated.

OMTCFD1 – Excludes the CFD Grid (cont.)
FILE_RETAINED
1. Charter string up to 16 characters to specify the filename to store the retained CFD grids. If blank, no output file
is generated.
FMFACT
1. A real number specifying a factor. If LEVEL=1, the grids with local Mach number being smaller than MFACT *M ∞
are omitted.
XMINi Lower bound of x-coordinates (Real, default=-1.e30)
XMAXi Upper bound of x-coordinates (Real, default=+1.e30)

YMINi Lower bound of y-coordinates (Real, default=-1.e30)
YMAXi Upper bound of y-coordinates (Real, default=+1.e30)
ZMINi Lower bound of z-coordinates (Real, default=-1.e30)
ZMAXi Upper bound of z-coordinates (Real, default=+1.e30)

INPCFD1 – Imports CFD Solution from an Unstructured CFD
ZAERO Aerodynamic model overlapped with CFD unstructured mesh

file specified at FILEMESH of
INPCFD1 bulk data card.

file specified at FILESOL of INPCFD1
bulk data card.

INPCFD1 – Imports CFD Solution from an Unstructured CFD (cont.)
IDCELLi, IDCORDi, SCALEi, are associated with the local adjustment of the ZAERO panels to the CFD mesh.
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
INPCFD1 10 -21UNSTRUCT $111 12.000 1.4000
TECPLOT SUF_090A0.PLT SOL_090A0.PLT
20000001 2011 1.0 2111001 2011 1.0
2112001 2011 1.0 2113001 2011 1.0
2121001 2011 1.0 2122001 2011 1.0
3241001 3011 1.0 3242001 3011 1.0
40000001 4011 1.0 60000001 4011 1.0
……………
8242001 2011 1.0 8243001 2011 1.0
8311001 2011 1.0 8312001 2011 1.0
$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CORD2R 2011 0.4490 0.00 18.000 0.97308 0.00 28.000
100.0 0.00 28.000
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CORD2R 3011 0.536 0.00 17.414 1.06008 0.00 27.414
100.0 0.00 27.414$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CORD2R 4011 0.5040 0.00 14.790 1.02808 0.00 24.791
100.0 0.00 24.791

RBQHH – Import Stability Derivatives to Generalize
Aerodynamic Force Matrix
Description: Replaces the rigid-body submatrix in the generalized aerodynamic forces matrix stored on the run-
time database by user’s imported aerodynamic stability derivatives permanently.
Format and Example: Not accurate due to the flat
1 2 3 4 5 6 7 8 9 10
RBQHH IDMK STBAXIS PHUGOID GUST CONT
wake assumption and should
CPRH CPRC PRINT
CONT TIP2TIP CD CY CL CR CM CN CONT be replaced by wind tunnel
CONT TRIM CD0 CY0 CL0 CR0 CM0 CN0 CONT data
CONT U CDU CYU CLU CRU CMU CNU CONT
CONT ALPHA CDAL CYAL CLAL CRAL CMAL CNAL CONT
CONT BETA CDBT CYBT CLBT CRBT CMBT CNBT CONT
CONT P CDP CYP CLP CRP CMP CNP CONT Not accurate for a coplanar
CONT Q CDQ CYQ CLQ CRQ CMQ CNQ CONT wing-tail configuration and
CONT R CDR CYR CLR CRR CMR CNR CONT
CONT ALDOT CDALDOT CYALDOT CLALDOT CRALDOT CMALDOT CNALDOT CONT should be replaced by wind
CONT BTDOT CDBTDOT CYBTDOT CLBTDOT CRBTDOT CMBTDOT CNBTDOT CONT tunnel data
CONT PDOT CDPDOT CYPDOT CLPDOT CRPDOT CMPDOT CNPDOT CONT
CONT AESURF1 CDDELTA CYDELTA CLDELTA CRDELTA CMDELTA CNDELTA CONT
CONT AESURF2 … -etc- …
RBQHH 100 YES 0.0 NO +A

+A YES CD CY CL CR CM CN +B
+B TRIM 0.003 0.03 0.1 +C
+C U NONE NONE NONE +D
+D ALPHA 0.3 0.4 1.0 +E
+E BETA 3.1 -5.0 7.1 +F
+F P 30.4 20.1 3.3 +G
+G Q 30.1 3.4 2.0 +H
+H R NONE 3.1 3.2 +I
+I ALDOT NONE 43.0 31.4 +J
+J BTDOT 2.2 2.3 4.0 +K
+K PDOT NONE NONE -1.3 +L
+L TEFLAP 0.3 NONE 1.3 NONE -3.4 NONE +M
+M RUDDER NONE -3.0 NONE 1.3 NONE -3.1

RBQHH – Import Stability Derivatives to Generalized
Aerodynamic Force Matrix (cont.)
Field Contents
IDMK Identification number of a MKAEROZ bulk data card whose generated generalized aerodynamic force matrices of structural modes (QHH) and
control surfaces (QHC) are replaced by the user’s imported aerodynamic stability derivatives. Note that all imported aerodynamic stability
derivatives are non-dimensionalized by REFS, REFC, and REFB and with respect to the moment center REFX, REFY, and REFZ; where REFS, REFC,
REFB, REFX, REFY, and REFZ are specified in the AEROZ bulk data card. (Integer > 0) (See Remark 1)
STBAXIS Character string either “YES” or “NO”. For STBAXIS = “YES”, the imported aerodynamic stability derivatives are defined in the stability axis
whose x axis and z axis are opposite to those of the ZAERO aerodynamic coordinates. (Character, Default = “YES”) (See Remark 2)
W
PHUGOID PHUGOID = q∞where W is the weight of the aircraft and q∞ is the dynamic pressure. PHUGOID is involved in the phugoid mode prediction
which is not accounted for by the ZAERO aerodynamics and must be imported by the user. Note that the units of W and q∞
must be consistent with the mass and length units specified in the AEROZ bulk data card. (Real ≥ 0.0)
GUST Character either “YES” or “NO”. Fore GUST = “YES”, the generalized aerodynamics forces due to gust excitation are corrected by the imported
aerodynamic stability derivatives. (Character, Default = “YES”) (See Remark 12)
CPRH Character either "YES" or "NO". For CPRH= "YES", the unsteady aerodynamic pressure coefficients due to rigid body modes (Cpr) are corrected
using the Lagrange multiplier technique such that the integrated Cpr for each rigid body mode matches with the user's imported aerodynamic
stability derivatives (character, default = "NO") (see Remark 13)
CPRC Character either "YES" or "NO". For CPRC = "YES", the unsteady aerodynamic pressure coefficients due to control surface kinematic modes (Cpc)
are corrected using the Lagrange multiplier technique such that the integrated Cpc for each control surface kinematic mode matches with the
user's imported control surface aerodynamic stability derivatives (character, default = "NO") (see Remark 14)
PRINT Character either "YES" or "NO". For PRINT="YES", print out Cpr and Cpc before and after the RBQHH bulk data card is applied. (character,
default = "NO")
TIP2TIP Character string either “YES” or “NO”. For TIP2TIP = “YES” all imported aerodynamic stability derivates are of the whole aircraft. For TIP2TIP =
“NO” they are obtained on half of the aircraft. (Character)
CD, CY, CL, Character string that must be “CD”, “CY”, “CL”, “CR”, “CM”, and “CN” to indicate that the aerodynamic stability derivatives in their respective
CR, CM, CN columns are the non-dimensional drag, side force, lift, roll moment, pitch moment, and yawing moment, respectively, where CD, CY, and CL are
normalized by REFS, CR and CN are normalized by REFS and REFB, CM is normalized by REFS and REFC, and REFS, REFB, and REFC are defined in
the AEROZ bulk data card. (Character)
TRIM Character string that must be “TRIM” to indicate that the following aerodynamic stability derivatives on the same card are at the trim condition.
(Character = “TRIM”)
CD0, CY0,CL0 Non-dimensional drag, side force, lift, roll moment, pitch moment and yaw moment coefficients at the trim condition, respectively. Note that
CR0, CM0, CN0 CD0, CY0, CL0, CR0, CM0, and/or CN0 can be character string “NONE”. In this case, their corresponding coefficients in the QHHR matrix remain
unchanged. (Real or “NONE”, Default = “NONE”)

Field Contents
U Character string that must be “U” to indicate that the following aerodynamic stability derivatives on the same card are the derivatives with
respect to the forward flight speed. (Character = “U”)
CDU, CYU,CLU, Non-dimensional drag, lift, side force, roll moment, pitch moment, and yaw moment derivatives, respectively, with respect to the change of
CRU,CMU, CNU the forward flight speed. Note that CDU, CYU, CLU, CRU, CMU, and/or CNU can be character “NONE”. In this case, their corresponding
coefficients in the QHHR matrix remain unchanged. (Real or “NONE”, Default = “NONE”) (See Remark 3)
ALPHA Character string that must be “ALPHA” to indicate that the following aerodynamic stability derivatives on the same card are the derivates with
respect to the angle of attack (α). (Character = “ALPHA)
CDAL, CYAL, CLAL Non-dimensional drag, side force, lift, roll moment, pitch moment, and yaw moment stability derivatives, respectively, with respect to the
CRAL, CMAL, CNAL change of angle of attack (α ) in radian. Note that CDAL, CYAL CLAL, CRAL, CMAL, and/or CNAL can be character string “NONE”. In this case,
their corresponding coefficients in the QHHR matrix remain unchanged. (Real or “NONE”, Default = “NONE”) (See Remark 4)
BETA Character string that must be “BETA” to indicate that the following aerodynamic stability derivates on the same card are the derivatives with
respect to the side slip angle ( β ). (Character = “BETA”)
CDBT, CYBT, CLBT, Non-dimensional drag, side force, lift, roll moment, pitch moment, and yaw moment stability derivatives, respectively, with respect to the
CRBT, CMBT, CNBT change of the side slip angle in radians. Note that CRBT, CYBT, CLBT, CRBT, CMBT, and/or CNBT, can be the character string “NONE”. In this
case, their corresponding coefficients in the QHHR matrix remain unchanged. (Real or “NONE”, Default = “NONE” ) (See Remark 5)
P Character string that must be “P” to indicate that the following aerodynamic stability derivatives on the same card are the derivatives with
respect to the non-dimensional roll rate. (Character = “P”)
CDP, CYP, CLP, Non-dimensional drag, side force, lift, roll moment, pitch moment, and yaw moment stability derivatives, respectively, with respect to the non-
CRP, CMP, CNP
dimensional roll rate P ( REFB ) , where V∞ is the freestream velocity. Note that CDP, CYP, CLP, CRP, CMP, and/or CNP can be the
2V∞
character string “NONE”. In this case, their corresponding coefficients in the QHHR matrix remain unchanged. (Real or “NONE, Default =
“NONE”) (See Remark 6)
Q Character string that must be “Q” to indicate that the following aerodynamic stability derivatives on the same card are the derivatives with
respect to the non-dimensional pitch rate. (Character = “Q”)
CDQ, CYQ, CLQ Non-dimensional drag, side force, lift, roll moment, pitch moment, and yaw moment stability derivatives, respectively, with respect to the non-
CRQ, CMQ, CNQ dimensional pitch rate q ( REFC ). Note that CDQ, CYQ, CLQ, CRQ, CMQ, and/or CNQ can be the character string “NONE”.
2V∞
In this case, their corresponding coefficients in the QHHR matrix remain unchanged. (Real or “NONE”, default = “NONE”)(See Remark 7)
R Character string that must be “R” to indicate that the following aerodynamic stability derivatives on the same card are the derivatives with
respect to the non-dimensional yaw rate. (Character = “R”)

Field Contents
CDR, CYR, CLR Non-dimensional drag, side force, lift, roll moment pitch moment, and yaw moment stability derivatives, respectively, with respect to the non-
CRR, CMR, CNR dimensional yaw rate r ( REFB ) . Note that CDR, CYR, CLR, CRR, CMR, and/or CNR can be the character string “NONE”.
2V∞
In this case, their corresponding coefficients in the QHHR matrix remain unchanged. (Real or “NONE”, Default = “NONE”)(See Remark 8)
ALDOT Character string that must be “ALDOT” to indicate that the following aerodynamic stability derivatives on the same bulk data card are the non-
dimensional rate of change angle of attack α ( REFC ) . (Character = “ALDOT”)
2V∞
CDALDOT, Non-dimensional drag, side force, lift, roll moment, pitch moment and yaw moment, damping derivatives, respectively, with respect to non-
CYALDOT, dimensional rate of change angle of attack α ( REFC )
. Note that CDALDOT, CYALDOT, CLALDOT, CRALDOT, CMALDOT, and/or
CLALDOT, 2V∞
CRALDOT, CRALDOT can be the character string “NONE”. In this case, their corresponding coefficients in the QHHR matrix remain unchanged.
CMALDOT, (Real or “NONE”, Default = “NONE”) (See Remark 9)
CNALDOT
BTDOT Character string that must be “BTDOT” to indicate that the following aerodynamic stability derivatives on the same card are the non-
β ( REFB )
dimensional rate of change side slip angle 2V∞
. (Character = “BTDOT”)
CDBTDOT, Non-dimensional drag, side force, lift, roll moment, pitch moment and yaw moment stability derivatives, respectively, with respect to non-
CYBTDOT, dimensional rate of change side slip angle β ( REFB ) . Note that CDBTDOT, CYBTDOT, CLBTDOT, CRBTDOT, CMBTDOT, and/or
CLBTDOT, 2V∞
CRBTDOT, CNBTDOT can be the character string “NONE”. In this case, their corresponding coefficients in the QHHR matrix remain unchanged.
CMBTDOT, (Real or “NONE”, Default = “NONE”) (See Remark 10)
CNBTDOT
PDOT Character string that must be “PDOT” to indicate that the following aerodynamic stability derivatives on the same card are the derivatives with
respect to the rate of changing roll rate ( P ). (Character = “PDOT”)
CDPDOT, Non-dimensional drag, side force, rift roll moment, lift, pitch moment, and yaw moment stability derivatives, respectively, with respect to P . Note
CYPDOT, that CDPDOT, CYPDOT, CLPDOT, CRPDOT, CMPDOT, and/or CNPDOT can be the character string “NONE”. In this case, their corresponding
CLPDOT, coefficients in the QHHR matrix remain unchanged. (Real or “NONE”, Default = “NONE”) (See Remark 11)
CRPDOT,
CMPDOT,
CNPDOT
AESURFi Optional input. Character string that matches the LABEL entry of an AESURFZ bulk data card whose coefficients in the QHCR matrix are to be
replaced by the imported stability derivatives. (Character)

CDDELTA, Non-dimensional drag, side force, lift, roll moment, pitch moment, and yaw moment stability derivatives, respectively, with respect to the unit
CYDELTA, control surface deflection in radian. Note that these stability derivatives can be the character string “NONE”. In this case, their corresponding
CLDELTA, coefficients in the QHCR matrix remain unchanged. (Real or “NONE”, Default = “NONE”)
CRDELTA,
CMDELTA,
CNDELTA
Remarks:
1. The purpose of the RBQHH bulk data card is to replace the coefficients in the submatrix of the QHH, QHC and QHG matrices associated with the rigid body modes by
the user’s imported aerodynamic stability derivatives. These aerodynamic stability derivatives are obtained either by the wind-tunnel measurement or from the flight
dynamics engineers. The difference between the RBQHH bulk data card and the MININP1 bulk data card is that all subcases (ASE, MLOADS, GLOADS, ELOADS,
NLFLTR) will be performed based on the modified generalized aerodynamic forces by the RBQHH bulk data card, whereas the MININP1 bulk data card affects only the
current subcase, which the MININP1 bulk data card is referring to.
To activate the RBQHH bulk data card, it is required that:
(i) the integer specified in the IDMK entry matches the IDMK entry of a MKAEROZ bulk data card.
(ii) the first non-zero reduced frequency listed in the MKAEROZ bulk data card should be small (for instance, k = 0.02) so that the imaginary part of its
QHHR matrix can be properly converted to the aerodynamic damping derivatives.
(iii) the entry SUPORT of the ‘ASSIGN FEM=’ Executive Control Command is specified so that the program can allocate the submatrix in QHH, QHC and
QHG of the rigid body modes. For instance, if there are six rigid body modes specified, the submatrices of those rigid body modes in QHH, QHC and
QHG are shown as follows: QHCR  QHGR 
QHH = QHHR 6×6 
NM × NM
QHC =   QHG =  
  NM × NC   NMx1
where NM is the number of structural modes and NC is the number of AESURFZ bulk data cards.
Once the coefficients of QHHR, QHCR and QHGR are replaced by the imported aerodynamic stability derivatives, the damping and frequency computed by the
FLUTTER module or the ASE module of the rigid body modes should match those obtained by the flight dynamics engineers if the coupling between the rigid body
modes and the elastic modes is weak.
Note that the RBQHH bulk data card saves the modified generalized z
aerodynamic force matrices on the run-time database permanently. Therefore, V∞ y
the downstream aeroelastic analysis such as flutter, ASE, and the dynamic loads x p
analysis except the trim analysis are all affected by the RBQHH bulk data card. q V∞ r y
2. The following figure shows the x-y-z axes of the stability axis and the ZAERO q
aerodynamic coordinates. The aerodynamic stability derivatives CRBT, CNAL, r p
CNBT, CYP, CYPDOT, CYR, CRBTDOT, and CNBTDOT in these two systems have z x
opposite signs. Therefore, for STBAXIS = “YES”, the sign of these aerodynamic
stability derivatives is to be reversed by the program so that they are
Stability Axis ZAERO Aerodynamic Coordinates
transformed into the ZAERO aerodynamic coordinates.

Remarks (cont):
3. If there are six rigid body modes namely fore-aft translation, lateral translation, plunge, roll, pitch, and yaw modes the coefficients in QHHR to be replaced are:
2 ⋅ k ⋅ REFS 2 ⋅ k ⋅ REFS 2 ⋅ k ⋅ REFS
Im ( QHHR ) =
− ( CDU + CD0 ) Im ( QHHR ) =
− ( CYU + CY 0 ) Im ( QHHR ) =
− ( CLU + CL0 )
11 REFC
(2 ) 21 REFC
( 2 ) 31
(
REFC
2 )
2 ⋅ k ⋅ REFS ⋅ REFB −2 ⋅ k ⋅ REFS ⋅ REFC ⋅ ( CMU + CM 0 ) −2 ⋅ k ⋅ REFS ⋅ REFB ⋅ ( CNU + CN 0 )
Im ( QHHR ) =
− ( CRU + CR0 ) Im ( QHHR ) = Im ( QHHR ) =
41 REFC
2 ( ) 51
( REFC 2 ) 61
( REFC 2 )
where k is the smallest non-zero reduced frequency listed in the MKAEROZ bulk data card
It should be noted that if the number of rigid body modes specified in the entry SUPORT of the ‘ASSIGN FEM=’ Executive Control Command is less than 6, the row and
column positions of the above coefficients are automatically adjusted by the program.
4. The coefficients in QHHR to be replaced are:

k ⋅ REFS k ⋅ REFS k ⋅ REFS
Im ( QHHR ) =
− ( CDAL − CL0 ) Im ( QHHR ) =
− ( CYAL − CY 0 ) Im ( QHHR ) =
− ( CLAL + CD0 )
13 REFC
2 ( ) 23 REFC
( 2 ) 33 REFC
( 2 )
k ⋅ REFS ⋅ REFB k ⋅ REFS ⋅ REFB
Im ( QHHR ) = − CRAL Im ( QHHR ) −2k ⋅ REFS ⋅ CMAL Im ( QHHR ) = − CNAL
( REFC 2 )
=
43 53 63
( REFC 2 )
Re ( QHHR
= ) REFS ( CDAL − CL0 ) + PHUGOID
15
( QHHR ) REFS ( CYAL − CY 0 )
Re=
25 ( QHHR ) REFS ( CLAL + CD0 )
Re=
35
Re ( QHHR ) = REFS ⋅ REFB ⋅ CRAL Re ( QHHR ) = REFS ⋅ REFC ⋅ CMAL Re ( QHHR ) = REFS ⋅ REFB ⋅ CNAL
45 55 65

k ⋅ REFS k ⋅ REFS
Im ( QHHR
= ) ⋅ CDBT Im ( QHHR
= ) ⋅ CYBT Im ( QHHR )
k ⋅ REFS
( REFC 2 )
= ⋅ CLBT
( REFC 2 ) ( REFC 2 )
12 22 32
k ⋅ REFS ⋅ REFB k ⋅ REFS ⋅ REFB

Im ( QHHR )
= ⋅ CRBT Im ( QHHR ) Im ( QHHR )
= ⋅ CNBT
42
( REFC 2 ) 52
= 2 ⋅ k ⋅ REFS ⋅ CMBT 62
( REFC 2 )
Re ( QHHR
= ) REFS ⋅ CDBT Re ( QHHR
= ) REFS ⋅ CYBT Re ( QHHR
= ) REFS ⋅ CLBT
16 26 36
Re ( QHHR ) = REFS ⋅ REFB ⋅ CRBT Re ( QHHR ) = REFS ⋅ REFC ⋅ CMBT Re ( QHHR ) = REFS ⋅ REFB ⋅ CNBT
46 56 66

Remarks (cont):
k ⋅ REFS ⋅ REFB k ⋅ REFS ⋅ REFB k ⋅ REFS ⋅ REFB

Im ( QHHR )
= ⋅ CDP Im ( QHHR )
= ⋅ CYP Im ( QHHR )
= ⋅ CLP
14 24 REFC 34
REFC REFC
k ⋅ REFS ⋅ REFB 2 Im ( QHHR ) k ⋅ REFS ⋅ REFB ⋅ CMP k ⋅ REFS ⋅ REFB 2

Im ( QHHR )
= ⋅ CRP 54
= Im ( QHHR )
= ⋅ CNP
44 REFC 64 REFC
Im ( QHHR ) k ⋅ REFS ⋅ ( CDQ + CDALDOT )

= Im ( QHHR ) k ⋅ REFS ⋅ ( CYQ + CYALDOT )
= Im ( QHHR ) k ⋅ REFS ⋅ ( CLQ + CLALDOT )
=
15 25 35
Im ( QHHR ) k ⋅ REFS ⋅ REFB ⋅ ( CRQ + CRALDOT )

= Im ( QHHR ) k ⋅ REFS ⋅ REFC ⋅ ( CMQ + CMALDOT )
= Im ( QHHR ) k ⋅ REFS ⋅ REFB ⋅ ( CNQ + CNALDOT )
=
45 55 65

k ⋅ REFS ⋅ REFB
Im ( QHHR )
=
k ⋅ REFS ⋅ REFB
( CDR + CDBTDOT ) Im ( QHHR )
=
k ⋅ REFS ⋅ REFB
( CYR + CYBTDOT ) Im ( QHHR )
= ( CLR + CLBTDOT )
16 26 36 REFC
REFC REFC
k ⋅ REFS ⋅ REFB 2 Im ( QHHR ) k ⋅ REFS ⋅ REFB ( CMR + CMBTDOT )= k ⋅ REFS ⋅ REFB 2

Im ( QHHR )
= ( CRR + CRBTDOT ) 56
= Im ( QHHR ) ( CNR + CNBTDOT )
46 REFC 66 REFC

k 2 ⋅ REFS k 2 ⋅ REFS k 2 ⋅ REFS
QHHR )
Re ( = ⋅ CDALDOT Re ( QHHR
= ) ⋅ CYALDOT Re ( QHHR
= ) ⋅ CLALDOT
13
( REFC
2 ) 23
( REFC
2 ) 33
( REFC 2 )
k 2 ⋅ REFS ⋅ REFB k 2 ⋅ REFS ⋅ REFB
Re ( QHHR )
= ⋅ CRALDOT Re ( QHHR ) =2k 2 ⋅ REFS ⋅ CMALDOT Re ( QHHR )
= ⋅ CNALDOT
43
( REFC
2 ) 53 63
( REFC 2 )

k 2 ⋅ REFS ⋅ REFB k 2 ⋅ REFS ⋅ REFB k 2 ⋅ REFS ⋅ REFB
Re ( QHHR ) =
− ⋅ CDBTDOT Re ( QHHR ) =
− ⋅ CYBTDOT Re ( QHHR ) =
− ⋅ CLBTDOT
12
REFC ⋅ REFC
2 ( ) 22
REFC ⋅ REFC (
2 ) 32
REFC ⋅ REFC ( 2 )
k 2 ⋅ REFS ⋅ REFB 2 k 2 ⋅ REFS ⋅ REFB k 2 ⋅ REFS ⋅ REFB 2
Re ( QHHR ) =
− ⋅ CRBTDOT Re ( QHHR ) =
− ⋅ CMBTDOT Re ( QHHR ) =
− ⋅ CNBTDOT
42
REFC ⋅ REFC
2 ( ) 52 REFC
( 2 ) 62
REFC ⋅ REFC (2 )
Remarks (cont):
k 2 ⋅ REFS ⋅ REFB 2 k 2 ⋅ REFS ⋅ REFB 2 k 2 ⋅ REFS ⋅ REFB 2
Re ( QHHR ) =
− ⋅ CDPDOT Re ( QHHR ) =
− ⋅ CYPDOT − PHUGOID Re ( QHHR ) =
− ⋅ CLPDOT
14 24 34 REFC ⋅ REFC
REFC ⋅ REFC REFC ⋅ REFC
k 2 ⋅ REFS ⋅ REFB3 k 2 ⋅ REFS ⋅ REFB 2 k 2 ⋅ REFS ⋅ REFB3

Re ( QHHR ) =
− ⋅ CRPDOT Re ( QHHR ) =
− ⋅ CMPDOT Re ( QHHR ) =
− ⋅ CNPDOT
44 REFC ⋅ REFC 54 REFC 64 REFC ⋅ REFC
12. The coefficients in the QHGR to be replaced are:

For vertical gust:
Re ( QHGR
= ) REFS ⋅ CDAL Re ( QHGR
= ) REFS ⋅ CYAL Re ( QHGR
= ) REFS ⋅ CLAL
1 2 3
Re ( QHGR ) = REFS ⋅ REFB ⋅ CRAL Re ( QHGR ) = REFS ⋅ REFC ⋅ CMAL Re ( QHGR ) = REFS ⋅ REFB ⋅ CNAL
4 5 6
Im(QHGR)1= k ⋅ REFS Im(QHGR) 2 =

k ⋅ REFS ⋅ Im(QHGR)3= k ⋅ REFS
 REFX   REFX   REFX 
⋅  CDALDOT − CDQ − CDAL ⋅   CYALDOT − CYQ − CYAL ⋅  ⋅  CLALDOT − CLQ − CLAL ⋅ 
 REFC / 2   REFC / 2   REFC / 2 
Im(QHGR) 4 =
k ⋅ REFS ⋅ REFB Im(QHGR)5 =
k ⋅ REFS ⋅ REFC Im(QHGR )6 =
k ⋅ REFS ⋅ REFB

 CRALDOT − CRQ − CRAL ⋅   CMALDOT − CMQ − CMAL ⋅   CNALDOT − CNQ − CNAL ⋅ 
REFC / 2  REFC / 2   REFC / 2 
 
For lateral gust:
Re ( QHGR
= ) REFS ⋅ CDBT Re ( QHGR
= ) REFS ⋅ CYBT Re ( QHGR
= ) REFS ⋅ CLBT
1 2 3
Re ( QHGR ) = REFS ⋅ REFB ⋅ CRBT Re ( QHGR ) = REFS ⋅ REFC ⋅ CMBT Re ( QHGR ) = REFS ⋅ REFB ⋅ CNBT
4 5 6
k ⋅ REFS ⋅ ( REFB / REFC )

Im(QHGR)1 = Im(QHGR ) 2 =
 REFX 
Im(QHGR )3 =
Note that the definition of the vertical
 REFX   REFX 
⋅  CDBTDOT − CDR − CDBT ⋅


REFB / 2 
⋅  CYBTDOT − CYR − CYBT ⋅


REFB / 2   CLBTDOT − CLR − CLBT ⋅


REFB / 2 
gust and the lateral gust is specified in
Im(QHGR) 4 =
k ⋅ REFS ⋅ REFB ⋅ ( REFB / REFC ) Im(QHGR)5 =
k ⋅ REFS ⋅ REFC ⋅ ( REFB / REFC )
GENGUST bulk data card.
Im(QHGR)6 =
k ⋅ REFS ⋅ REFB ⋅ ( REFB / REFC )
 CRBTDOT − CRR − CRBT ⋅   CMBTDOT − CMR − CMBT ⋅   CNBTDOT − CNR − CNBT ⋅ 
 REFB / 2   REFB / 2  REFB / 2 


Remarks (cont):
13. The generalized aerodynamic force matrix due to structural modes, Qhh, can be partitioned into those due to the rigid body modes and the elastic modes as follows
Q Qre 
[Qhh ] = Qrr Qee 
 er
where
T
[Qrr ] = [φr ]
T
 S kj  C pr 
T
[Qer ] = [φe ]
T
 S kj  C pr 
T
[Qre ] = [φr ]
T
 S kj  C pe 
T
[Qee ] = [φe ]
T
 S kj  C pe 
.
[ϕr] and [ϕe] are the rigid body respectively. [Skj] is the force integrator [Cpr] and [Cpe] are the unsteady aerodynamic coefficients due to rigid body and
elastic modes, respectively. Since [Qrr] is replaced by the user's imported aerodynamic stability derivatives, it can be used as the constraint functions in
the Lagrange multiplier technique to obtain the corrected [Cpr]. The Lagrange multiplier technique determines the pressure correction for the ith rigid
body mode (ΔCpi ) with the [Qri] as the constraint functions which leads to the following optimization formulation:
Minimize {ΔCpi }T {ΔCpi } subject to [φr ]
T
 S kj 
T
{∆C pi + C pr =
i
}
{Qri }
Using the Lagrange multiplier technique ΔCpi can be obtained immediately as =
∆C p AT  AAT  { i
} −1
{Q
ri − AC pr
i
}
Where A= [ϕr] T [Skj] T
Thus, the corrected unsteady pressure coefficients due to the rigid body modes are [ΔCp + Cpr] that can be used to replace [Qer] as
[Qer] = [ϕe] T [Skj] T [ΔCp + Cpr]
14. The generalized aerodynamic force matrix, [Qhc] due to control surface kinematic modes can be split into those due to rigid body modes and elastic modes
Qhcr 
 = [φr , φe ]  S kj  C pc 
T

Qhce 
Using the user's imported aerodynamic stability derivatives of control surface kinematic modes to replaceQhcr , they can be also used as the constraint
functions to correct C pc . Once the corrected C pc  is obtained using the Lagrange multiplier technique, the corrected can be recomputed accordingly.

Remarks (cont):
Using the user's imported aerodynamic stability derivatives of control surface kinematic modes to replace Qhc , they can be also used as the constraint functions to
correct . Once the corrected C pc  is obtained using the Lagrange multiplier technique, the corrected can be recomputed accordingly.

WT1AJJ – Force / Moment Correction Matrix
Description: Corrects the Aerodynamic Influence Coefficient (AIC) matrix by a force correction matrix so that the forces and moments
computed by the corrected AIC matrix match a given set of component forces and moments.
Format and Example:
1 2 3 4 5 6 7 8 9 10
WT1AJJ IDMK SYM KINDEX METHOD WT1FILE CONT
CONT IDFRC1 IDFRC2 ... -etc- ...
WT1AJJ 100 ANTI 1 UNSTEADY WT1MAT +W

+W 101 103 200
Field Contents
IDMK For IDMK > 0, IDMK is the identification number that matches the IDMK entry of a MKAEROZ bulk data card whose generated AIC matrix is to be
corrected. For IDMK < 0, the WT1AJJ bulk data card is referred to by a WTUCP bulk data card. (Integer ≠ 0) (See Remark 1)
SYM Character string either “SYMM”, “ASYM” or “ANTI” to specify the symmetric condition of the AIC matrix that is to be corrected by the downwash
weighting matrix. (Character)
SYM = “SYM” for symmetric condition. SYM = “ANTI” for antisymmetric condition. SYM = “ASYM” for asymmetric condition.
KINDEX KINDEX is the index of the reduced frequency in the reduced frequency list of the MKAEROZ bulk data card. The given set of component forces and
moments are computed based on this reduced frequency. (Integer > 0, Default = 1)
METHOD Character string either “STEADY”, “UNSTEADY”, or “INPUT”. (Character, default = “UNSTEADY”) (See Remark 2)
METHOD = “STEADY” for the steady force correction matrix method.
METHOD = “UNSTEADY” for the unsteady force correction matrix method.
METHOD = “INPUT” the force correction matrix is directly imported by the user.
For METHOD = “STEADY” or “UNSTEADY”, WT1FILE is a character sting representing the name of the output file that contains the computed force
correction matrix.
WT1FILE For METHOD = “INPUT”, WT1FILE is the name of a matrix that is imported by the DMI bulk data card or an ‘ASSIGN MATRIX=’ Executive Control
Command. This matrix contains the force correction matrix that is supplied by the user. This matrix can be either a real matrix or a complex matrix with
J-set number of rows and one column, where J-set is the number of boxes specified by all BODY7 and CAERO7 bulk data cards. To see the sequence of
aerodynamic boxes, the users can specify a negative integer in the PRINT entry of the MKAEROZ bulk data card. (Character) (See Remark 3)
IDFRC1 Identification number of a WT1FRC bulk data card to specify a set of given component forces and moments. (Integer)

WT1AJJ – Force / Moment Correction Matrix (cont.)
Remarks:
1. The WT1AJJ bulk data card generates an AIC weighting matrix [WT1] such that,
{F } = q∞ [ L ][WT1][ AJJ ]{W }
where {F} is the given set of component forces and moments.

q∞ is the dynamic pressure.
[L] is the component load integration matrix that is jointly generated by a set of LOADMOD bulk data cards.
[WT1] is the force correction matrix generated by the WT1AJJ bulk data card.
[AJJ] is the so-called uncorrected AIC matrix directly computed by the program.
and {W} is the mode by which the given set of component forces and moments are computed or measured.
Note that after [WT1] is computed, the corrected AIC matrix defined as AJJ* where
[AJJ*] = [WT1] [AJJ]
is stored on the run-time database to compute the generalized aerodynamic forces of all modes if IDMK > 0. For IDMK < 0, AJJ* is
used to compute the unsteady Cp specified in the WTUCP bulk data card and is deleted after the unsteady Cp is generated.
2. ForMETHOD = “STEADY”, the [WT1] matrix is a real matrix that can only give accurate in-phase unsteady pressures. For METHOD =
“UNSTEADY”, the [WT1] matrices is a frequency-dependent complex matrix and is computed using the kernel Expansion method which
can give accurate in-phase and out-of-phase unsteady pressures.
3. Because there are NK number of [WT1] matrices are generated for METHOD = “UNSTEADY”, where NK is the number of reduced
frequencies listed in the MKAEROZ bulk data card, the file name defined by WT1FILE is modified to output NK number of [WT1]
matrices. The modified filename is WT1FILEii, where ii is an integer representing the index of the reduced frequency. For instance, if
WT1FILE = “WT1MAT” and NK = 3, three output files whose filenames are WT1MAT1, WT1MAT2 and WT1MAT3 are generated.

WT1FRC – Component Loads for Force Correction Matrix
Description: Specifies a set of component forces and moments for generating the force correction matrix.
Format and Example:
1 2 3 4 5 6 7 8 9 10
WT1FRC IDFRC TYPE LABEL CONT
CONT LOADMOD1 DYNP1 A11 RFORCE11 IFORCE11 A21 RFORCE21 IFORCE21 CONT
CONT LOADMOD2 DYNP2 A12 RFORCE12 IFORCE12 A22 RFORCE22 IFORCE22 CONT
CONT ... -etc- ...
WT1FRC 100 RIGID PITCH +W

+W 101 2.0 1.0 3.4 0.0 -1.0 2.4 0.0 +W
+W 102 2.0 0.3 3.0 0.0
Field Contents
IDFRC Identification number that is referred to by a WT1AJJ bulk data card. (Integer > 0) (See Remark 1)
TYPE Character string to specify the type of the mode that is used to generate the given component forces/moments. (Character, Default = “RIGID”)
(See Remark 2)
TYPE = “FEM” The structural finite element modes that are imported by the ‘ASSIGN FEM=’ Executive Control Command.
TYPE = “AESURFZ’ The control surface modes that are defined by the AESURFZ, AESLINK, PZTMODE or GRIDFRC bulk
data cards.
TYPE = “LOADMOD” The load modes that are defined by the LOADMOD bulk data cards.
TYPE = “RIGID” For rigid body modes.
LABEL Defines the index of the modes. (Character or Integer, Default = “PITCH”)
For TYPE = “FEM” LABEL is an integer that represents the index of the structural finite element modes. (Integer > 0)
For TYPE = “AESURFZ” LABEL represents the LABEL entry of the AESURFZ, AESLINK, or PZTMODE bulk data cards. (Character)
For TYPE = “LOADMOD” LABEL is an integer that represents the identification number of the LOADMOD bulk data cards. (Integer > 0)
For TYPE = “RIGID” LABEL is a character string and must be one of the following:
For SYM = “SYM”:
LABEL = “FORAFT” Represents the for-aft translational mode,
LABEL = “PLUNGE” Represents the plunging mode, and
LABEL = “PITCH” Represents the pitching mode.
For SYM = “ANTI”:
LABEL = “YTRANS” Represents the y-translational mode,
LABEL = “YAW” Represents the yawing mode, and
LABEL = “ROLL” Represents the rolling mode.
For SYM = “ASYM”:
LABEL can be one of the character strings “FORAFT”, “PLUNGE”, “PITCH”, “YTRANS”, “YAW” or “ROLL”.
WT1FRC – Component Loads for Force Correction Matrix (cont.)
Field Contents
LOADMODi Identification number of a LOADMOD bulk data card to define the component forces/moments. (Integer > 0) (See Remark 3)
DYNPi Dynamic pressure that multiplies the component forces/moments computed by the program. (Real ≠ 0.0) (See Remark 4)
A1i Multiplication factor to the forces/moments specified in the entries RFORCE1i and IFORCE1i. (Real) (See Remark 5)
RFORCE1i Real part of the first given set of component forces/moments. (Real)
IFORCE1i Imaginary part of the first given set of component forces/moments. (Real)
A2i Multiplication factor to the forces/moments specified in the entries RFORCE2i and IFORCE2i. (Real)
RFORCE2i Real part of the second given set of component forces/moments. (Real)
IFORCE2i Imaginary part of the second given set of component forces/moments. (Real)
Remarks:
1. The WT1FRC bulk data card defines a set of component force derivatives with respect to a mode. The set of component force derivatives is used to generate a
force/moment correction matrix.
2. The entries TYPE and LABEL jointly define the type of mode that is used to obtain the given set of component forces and moments. For instance, if the component
forces and moments are measured on a rigid aerodynamic wind-tunnel model at an angle of attack, TYPE = “RIGID” and LABEL = “PITCH” are recommended.
3. The LOADMOD bulk data card will jointly generate a component load integration matrix [L] such that
{F } = q [ L][WT1][ AJJ ]{W }

given ∞ (please refer to the WT1AJJ bulk data card for the description of the equation)
4. If the given set of component forces and moments specified in the entries RFORCE1i, IFORCE1i, RFORCE2i, and IFORCE2i are obtained by wind-tunnel test, the
dynamic pressure q∞ at the wind-tunnel test condition must be given to the above equation.
5. The entries A1i, RFORCE1i, IFORCE1i, A2, RFORCE2i, and IFORCE2i jointly define the given ith component forces/moments derivative Fgiven as
Fgiven = A1 ⋅ ( RFORCE1 + i IFORCE1) + A2 ⋅ ( RFORCE 2 + i IFORCE 2 )
For instance, if (RFORCE1 + i IFORCE1) and (RFORCE2 + i IFORCE2) are the hinge moments of a control surface at angles of attack (α) 1° and 0°,
180
respectively. A1 should be and A2 should be− 180 so that
π π
180
Fgiven =
π
(
RFORCE1 α = ( )
1 − RFORCE 2 α = (
0 + i IFORCE1 α =) (
1 − i IFORCE 2 α =
0 ) ( ))
Thus, the resulting Fgiven is the derivative of the hinge moment with respect to a pitch mode of a unit pitch angle.

WT2AJJ – Downwash Weighting Matrix
Description: Corrects the Aerodynamic Influence Coefficient (AIC) matrix by a downwash weighting matrix that is computed based on the
given set of pressure coefficients.
Format and Example:
1 2 3 4 5 6 7 8 9 10
WT2AJJ IDMK SYM TYPE LABEL KINDEX METHOD WT2FILE CONT
CONT FORM A1 INPCFD1 A2 INPCFD2 PLTCP CPFILE CONT
CONT PANLST1 PANLST2 PANLST3 ... -etc- ...
WT2AJJ 100 SYM RIGID PITCH 1 UNSTEADY WT2FILE.DAT +W

+W CFD 57.1 101 -57.1 102 TECPLOT CPL.PLT +W
+W 1
Field Contents
IDMK For IDMK > 0, IDMK is the identification number that matches the IDMK entry of an MKAEROZ bulk data card whose generated AIC matrix is to be
corrected. For IDMK < 0, the WT2AJJ bulk data card is referred to by a WTUCP bulk data card. (Integer ≠ 0) (See Remark 1)
SYM Character string either “SYMM”, “ASYM” or “ANTI” to specify the symmetric condition of the AIC matrix that is to be corrected by the downwash weighting
matrix. (Character)
SYM = “SYM” for symmetric condition.
SYM = “ANTI” for anti-symmetric condition.
SYM = “ASYM” for asymmetric condition.
TYPE Character string to specify the type of the mode that is used to generate the given pressure coefficients. (Character, Default = “RIGID”)
(See Remark 2)
TYPE = “FEM” The structural finite element modes that are imported by the ‘ASSIGN FEM=’ Executive Control Command.
TYPE = “AESURFZ” The control surface modes that are defined by the AESURFZ, AESLINK, PZTMODE, or GRIDFRC bulk data cards.
TYPE = “LOADMOD” The load modes that are defined by the LOADMOD bulk data card.
TYPE = “RIGID” For rigid body modes.

WT2AJJ – Downwash Weighting Matrix (cont.)
Field Contents
LABEL Defines the index of the modes. (Character or Integer, Default = “PITCH”)
For TYPE = “FEM” LABEL is an integer that represents the index of the structural finite element modes. (Integer > 0)
For TYPE = “AESURFZ” LABEL is the LABEL entry of the AESURFZ, AESLINK, or PZTMODE bulk data card. (Character)
For TYPE = “LOADMOD” LABEL is an integer that represents the identification number of the LOADMOD bulk data card. (Integer > 0)
For TYPE = “RIGID” LABEL is a character string that must be one of the following:
For SYM = “SYM”:
LABEL = “FORAFT” Represents the for-aft translational mode,
LABEL = “PLUNGE” Represents the plunging mode, and
LABEL = “PITCH” Represents the pitching mode.
For SYM = “ANTI”:
LABEL = “YTRANS” Represents the y-translational mode,
LABEL = “YAW” Represents the yawing mode, and
LABEL = “ROLL” Represents the rolling mode.
For SYM = “ASYM”:
LABEL can be one of the character strings “FORAFT”, “PLUNGE”, “PITCH”, “YTRANS”, “YAW” or “ROLL”.
KINDEX KINDEX is the index of the reduced frequency in the reduced frequency list of the MKAEROZ bulk data card. The given pressure coefficients are computed
based on this reduced frequency. (Integer > 0, Default = 1)
METHOD Character string either “STEADY”, “UNSTEADY”, or “INPUT”. (Character, Default = “UNSTEADY”) (See Remark 3)
METHOD = “STEADY” for the steady downwash weighting matrix method.
METHOD = “UNSTEADY” for the unsteady downwash weighting matrix method.
METHOD = “INPUT” for the downwash weighting matrix, which is directly imported by the user.
WT2FILE For METHOD = “STEADY” or “UNSTEADY”,
WT2FILE is a character sting representing the name of the output file that contain the computed downwash weighting matrix.
For METHOD = “INPUT”,
WT2FILE is the name of a matrix that is imported by the DMI bulk data card or an ‘ASSIGN MATRIX=’ Executive Control Command. This matrix
contains the downwash weighting matrix that is supplied by the user. This matrix can be either a real matrix or a complex matrix with J-set number of
rows and one column, where J-set is the number of aerodynamic boxes specified by the BODY7 and CAERO7 bulk data cards. To see the sequence of
the aerodynamic boxes, the user can specify a negative integer in the PRINT entry of the MKAEROZ bulk data card.
(Character) (See Remark 4)
FORM Character string either “DMI” or “CFD” to specify the form of the given pressure coefficients. (Character)
A1 Multiplication factor to the pressure coefficients that are imported by the entry INPCFD1. (Real) (See Remark 5)

Field Contents
INPCFD1 For FORM = “DMI”, INPCFD1 is a character string of the name of the matrix that is imported by the DMI bulk data card or an ‘ASSIGN MATRIX=’
Executive Control Command. This matrix has J-set rows and one column containing the pressure coefficients on each aerodynamic
boxes, where J-set is the number of aerodynamic boxes. The sequence of these aerodynamics boxes start from the lowest to the
highest identification numbers.
For FORM = “CFD”, INPCFD1 is an integer that is the identification number of an INPCFD or INPCFD1 bulk data card.
(Character, Integer or Blank)
A2 Same as A1 but for the pressure coefficients imported by the entry INPCFD2. (Real)
INPCFD2 Same as INPCFD1 but for the second set of pressure coefficients. (Character, Integer or Blank)
PLTCP Character string to specify the format of the plot file of CPFILE: (Character, Default = “TECPLOT”)
PLTCP = “TECPLOT” for generating the TECPLOT file.
PLTCP = “PATRAN” for generating the PATRAN neutral/results file.
PLTCP = “IDEAS” for generating the I-DEAS universal file.
PLTCP = “FEMAP” for generating the FEMAP neutral file.
PLTCP = “ANSYS” for generating an ANSYS supported neutral file.
PLTCP = “NASTRAN” for generating the NASTRAN bulk data deck with PLTCP cards to define the pressures loads.
PLTCP = “ESA” for generating the PEGASUS readable file.
CPFILE Character string up to 16 characters to specify the filename of a graphical file that contains the aerodynamic model and the ΔCpgiven. This allows the user
to verify the computed ΔCpgiven from the entries A1, INPCFD1, A2, and INPCFD2. (Character or Blank)
PANLSTi Identification number of a PANLSTi bulk data card to define a set of aerodynamic box identification numbers. ΔCpgiven on those aerodynamic boxes are
replaces by the unsteady pressure computed by the uncorrected AIC matrix. (Integer ≥ 0) (See Remark 6)
Remarks:
1. The WT2AJJ bulk data card generates a downwash weighting matrix [WT2] such that, {ΔCpgiven}=[AJJ][WT2]{W}.
where {ΔCpgiven} is the given pressure coefficients that can be either computed by the CFD code measured by wind-tunnel test.
[AJJ] is the so-called uncorrected AIC matrix directly computed by the program.
[WT2] is the downwash weighting matrix generated by the WT2AJJ bulk data card.
and {W} is the mode by which {Δcpgiven} is computed or measured.
Note that after [WT2] is computed, the corrected AIC matrix defined as AJJ* where
[AJJ*] = [AJJ] [WT2]
is stored on the run-time database to compute the generalized aerodynamic forces of all modes if IDMK > 0. For IDMK < 0, AJJ* is used to compute the unsteady Cp
specified in the WTUCP bulk data card and is deleted after the unsteady Cp is generated.

Remarks:
2. The entries TYPE and LABEL jointly define the type of mode that is used to generate ΔCpgiven . For instance, if ΔCpgiven is measured on a rigid
aerodynamic wind-tunnel model at an angle of attack, TYPE = “RIGID” and LABEL = “PITCH” are recommended.
3. For METHOD = “STEADY”, the [WT2] matrix is a real matrix that can only give accurate in-phase unsteady pressures. For METHOD =
“UNSTEADY”, the [WT2] matrices is a frequency-dependent complex matrix and is computed using the kernel Expansion method which can also
give accurate in-phase and out-of-phase unsteady pressures.
4. Because there are NK number of [WT2] matrices are generated for METHOD = “UNSTEADY”, where NK is the number of reduced frequencies
listed in the MKAEROZ bulk data card, the file name defined by WT2FILE is modified to output NK number of [WT2] matrices. The modified
filename is WT2FILEii, where ii is an integer representing the index of the reduced frequency. For instance, if WT2FILE = “WT2MAT” and NK = 3,
three output files whose filenames are WT2MAT1, WT2MAT2, and WT2MAT3 are generated.
5. The entries A1, INPCFD1, A2, and INPCFD2 jointly define the given pressure coefficients {ΔCpgiven} as:
{∆Cp } = A1⋅ {Cp } + A2 ⋅ {Cp }
given 1 2
where {Cp1} and {Cp2} are imported through the entries INPCFD1 and INPCFD2 respectively. For instance, if {Cp1} and {Cp2} are the
pressure coefficients at angles of attack ( α ) 1° and 0°, respectively, A1 should be 180 and A2 should be − 180 so that,
π π
{Cp (α =
{∆Cp } =
given 1

0 )} ⋅
1 ) − Cp (α = 2
180
π

Thus, the resulting {ΔCpgiven} is the derivative of the pressure coefficient with respect to a pitch mode with a unit pitch angle.
6. Normally, the ΔCpgiven provided by the CFD solution or wind-tunnel measurement at the wing leading edge is much lower than those unsteady
pressures computed by the uncorrected AIC matrix. The difference may give an over-corrected AIC matrix which could lead to poor aeroelastic
solutions. To specify the identification number of those aerodynamic boxes along the wing leading edge by the PANLSTi entries is recommended
so that ΔCpgiven at those aerodynamic boxes can adopt those computed by the uncorrected AIC matrix. Also, if some of the components in the
aerodynamic model are not included in the CFD or wing tunnel model, exclusion of those components from the downwash weighting matrix by
using PANLSTi entry is highly recommended. In addition, the downwash weighting method usually does not work well for BODY7 macroelement.
Exclusion of the aerodynamic boxes of BODY7 is also recommended.

WTUCP – Correct Unsteady Pressures by Weighting Matrix
Description: Correct unsteady pressure of the selected modes either by the AIC weighting matrices or by the downwash weighting matrices.
Format and Example:

1 2 3 4 5 6 7 8 9 10
WTUCP IDMK CONT
CONT WTIAJJ1 CPTYPE1 LABEL11 LABEL21 LABEL31 LABEL41 LABEL51 LABEL61 CONT
CONT WTIAJJ2 CPTYPE2 LABEL12 LABEL22 LABEL32 LABEL42 LABEL52 LABEL62 CONT
CONT ... -etc- ...
WTUCP 100 +W
+W -999 FEM 1 2 3 4 5 6 +W
+W -999 FEM 7 8 9 +W
+W -900 AESURFZ FLAP1 FLAP2 FLAP3
Field Contents
IDMK Identification number that matches the IDMK entry of a MKAEROZ bulk data card whose generated unsteady pressure (∆Cp ) is to be corrected. (Integer >
0) (See Remark 1)
WTIAJJi A negative integer that refers to a WT1AJJ or WT2AJJ bulk data card (with negative identification number). This WT1AJJ/WT2AJJ bulk data card generates
a corrected AJJ* matrix which is used to compute the corrected ∆Cp . (Integer < 0) (See Remark 2)
CPTYPEi Character string either “FEM” or “AESURFZ” to specify the type of ∆Cp to be corrected by the corrected AJJ* matrix. (Character)
TYPE = “FEM” ∆Cp is induced by the structural modes that are imported by the ‘ASSIGN FEM=’ Executive Control Command.
Consequently, the generalized aerodynamic force matrix of the structural modes will be corrected.
TYPE = “AESURFZ” ∆Cp is induced by the AESURFZ, AESLINK or PZTMODE control surface deflection. Consequently, the
generalized aerodynamic force matrix of the control surface modes will be corrected.
LABEL1i, List of six indices of the modes. (See Remark 3)
LABEL2i, For CPTYPE = “FEM” LABEL1i, LABEL2i, LABEL3i, LABEL4i, LABEL5i, and LABEL6i are an index of the structural finite element modes.
LABEL3i, (Integer > 0 or Blank)
LABEL4i, For CPTYPE = “AESURFZ” LABEL1i, LABEL2i, LABEL3i, LABEL4i, LABEL5i, and LABEL6i are the LABEL entry of an AESURFZ, AESLINK, or
LABEL5i, PZTMODE bulk data card. (Character or Blank)
LABEL6i

WTUCP – Correct Unsteady Pressures by Weighting Matrix (cont.)
Remarks:
1. Unlike the WT1AJJ and WT2AJJ bulk data cards whose generated corrected AJJ* matrix is used to compute ∆Cp of all modes, the
WTUCP bulk data card uses the corrected AJJ* matrix to compute the unsteady pressures of the selected modes. Other ∆Cp which are
not referred to by the WTUCP bulk data card are computed based on the uncorrected AJJ matrix.
2. The corrected AJJ* matrix generated by the WT1AJJ / WT2AJJ bulk data card is deleted by the program after the corrected ∆Cp is
computed.
3. Each corrected AJJ* only corrects up to six sets of unsteady pressures. If you wish to correct more than six sets of unsteady pressures by
the same corrected AJJ* matrix, you can repeat the WTIAJJ entry with the same negative identification number but specify another six
sets of unsteady pressures.

PLTCP – Plotting Unsteady Pressure Coefficients
Description: Defines the name of a data file in which the data for plotting the unsteady aerodynamic
pressure coefficients are stored.
Format and Example:
1 2 3 4 5 6 7 8 9 10
PLTCP SETID SYM IDMK IK MODE FORM FILENM CONT
CONT AERONM
PLTCP 100 ANTI 10 4 5 PATRAN PLOTCP.DAT

AEROCP.PAT

Section 5
Aerodynamic Modeling

5.1 Bulk Data Cards for Aerodynamic
Modeling

Bulk Data Used to Define the Aerodynamic Geometry
 Bulk Data Interrelationship for Aerodynamic Geometry Input:
AEROZ
Aerodynamic Reference Parameters
Surface Box Generation
PLTAERO
CAERO7 BODY7 Plot the Aerodynamic
Wing components Body components model
ACOORD
Aero-coordinate system
ZTRAN PAFOIL7 SID IPBODY7 IDMESH

PBODY7 SEGMESH
AEFACT
CELLWNG PAFOIL7 Body segment definition
Spanwise/chordwise Wake/Inlet Panels
Volume Cell on CAERO7 Define airfoil shape divisions of wing
SID
CELLBDY AEFACT AEFACT
Volume Cell on BODY7 - X-coordinate Coordinate location of
- Airfoil camber circumferential points
- Airfoil half-thickness for arbitrary body
CELLBOX
Interference Volume Cell Aerodynamics with
airfoil thickness/camber
Overset Field-Panel Method distribution input

AEROZ – Aerodynamic Modeling
Description: Defines the basic aerodynamic reference parameters.
Format and Example:
1 2 3 4 5 6 7 8 9 10
AEROZ ACSID XZSYM FLIP FMMUNIT FMLUNIT REFC REFB REFS CONT
CONT REFX REFY REFZ
AEROZ 1 YES NO SLIN IN 400.0 300 12000. +AEROZ

+AEROZ 10. 0. 0.
• This card must exist. Only one AEROZ is allowed.

• ZAERO assumes that the flow is in the positive x-direction in the basic coordinate system.
• The aerodynamic model is on the right hand side of the x-z plane (i.e., positive y-direction).
ACSID
1. Identification number of a CORD2R bulk data card defining a coordinate system (where x-axis is toward the
pilot’s face) to transform the FEM to the aerodynamic coordinates. (Integer > 0 or blank)
XZSYM
1. Character string, either “YES”, “NO”, or “H2F”. (Character, default=”YES”)
2. For a symmetric model (about the x-z plane), ZAERO generates the symmetric and anti-symmetric
aerodynamic influence coefficient matrices simultaneously for all Mach numbers specified in the MKAEROZ
bulk data card.
FLIP
1. Character string, either “YES” or “NO”. (Character, default = ”NO”)
2. For FLIP = “YES”, the structural model is on the left hand side of the pilot but aerodynamic model is on the
right hand side.

AEROZ – Aerodynamic Modeling (cont.)
FMLUNIT
1. Units of length used in the structural finite element model as well as all length dimensions involved in the
aerodynamic model.
2. Must be one of “IN”, “FT”, “M”, “MM”, “CM”, “KM” or “NONE”. (Character, default = “NONE”)
3. If FMLUNIT = “NONE” is specified, it is assumed that the length unit is the same as the FTLUNIT entry in the
FIXHATM, FIXMATM, FIXMACH, or FIXMDEN bulk data card.
4. The units of length of structural and aerodynamic models must be the same.
5. FMMUNIT, formerly required as input, is automatically set to be a consistent mass unit based on the input
length unit.
REFC, REFB
1. Reference chord and span length. Units must be in FMLUNIT. (Real ≥ 0.0, default = 1.0)
REFS
1. Reference area. Units must be in FMLUNIT**2. (Real ≥ 0.0, default = 1.0)
2. The reference area should account for the area on both the right hand and the left sides of the configuration
even if only a right hand side configuration is modeled.
REFX, REFY, REFZ

1. Location of aerodynamic moment center for computing aerodynamic force and moment coefficients due to
rigid body motion. (Real)
2. REFX, REFY, REFZ are used for computing rigid body aerodynamics only.
3. For trim analysis, all aerodynamic stability derivatives are computed using REFX, REFY and REFZ as the
aerodynamic moment center.
4. If SUPORT entry is activated in the “ASSIGN FEM=” executive control command, the rotation center of the
program-generated rigid body modes is about REFX, REFY, and REFZ.

The importance of the reference values
1. For unsteady aerodynamics, the reduced frequency (k) is defined as:

REFC 
ω  
k =  2  where V∞ is the free stream velocity and ω is the harmonic frequency in rad/sec.
V∞
1. The non-dimensional aerodynamic force and moment coefficients are defined as:
Lift Coefficient CL =
L
, L is the lift force
q∞ (REFS)
Drag Coefficient CD =
D
, D is the drag force
q∞ (REFS)
Side Force Coefficient CY =

Y
, Y is the side force
q∞ (REFS)
M
Pitch Moment Coefficient CM = , M is the pitch moment
q∞ (REFS) (REFC)
Roll Moment Coefficient Cl = , ll is the roll moment

q∞ (REFS) (REFB)
Yaw Moment Coefficient Cn = , N

N is the yaw moment
q∞ (REFS) (REFB)
 When the non-dimensional coefficients are compared with wind tunnel data or CFD data,
the same reference values must be used.

$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$AEROZ ACSID XZSYM FLIP FMMUNIT FMLUNIT REFC REFB REFS CONT
AEROZ 11 YES YES SLIN IN 121.5 +AE1
+AE1 0.0 0.0 0.0
CORD2R 11 0.0 -10.0 0.0 0.0 -10.0 1.0 +C
+C 0.0 -11.0 1.0
The CORD2R card referred to by AEROZ

bulk data card transforms structural FEM
orientation to aerodynamic model
orientation.
z’ Z
C M∞
x’ B
Y
A X
y’ 10
This figure can be obtained from the file

generated using PLTAERO bulk data card
with FEMGRID=YES option.

CAERO7 – Aerodynamic Modeling
Description: Defines an aerodynamic wing macroelement of a wing-like component.
Format and Example:
1 2 3 4 5 6 7 8 9 10
CAERO7 WID LABEL ACOORD NSPAN NCHORD LSPAN ZTAIC PAFOIL7 CONT
CONT XRL YRL ZRL RCH LRCHD ATTCHR ACORDR CONT

CONT XTL YTL ZTL TCH LTCHD ATTCHT ACORDT
CAERO7 101 WING 8 5 4 20 0 0 +BC

+BC 0.0 0.0 0.0 1.0 10 4 +EF
+EF 0.0 1.0 0.0 1.0 11 0
WID
2. The identification numbers of the aerodynamic grids and boxes are numbered sequentially beginning with
WID.
LABEL
1. An arbitrary character string (up to 8 characters) used to define the wing. (Character)
2. This label can be referred to PANLST3 bulk data card for SPLINE.
ACOORD
1. Identification number of an ACOORD (specifying a local coordinate system and orientation) bulk data card.
(Integer ≥ 0 or blank, Default = 0)
2. All coordinate locations defined above in XRL, YRL, ZRL, XTL, YTL, and ZTL are in the local wing coordinate
system defined by the ACOORD bulk data card.

CAERO7 – Aerodynamic Modeling (cont.)
NSPAN, NCHORD
Spanwise Spanwise
1. Number of spanwise and chordwise divisions of wing y Strip 1 Strip (NSPAN-1)
component. (Integer ≥ 2) x 101 117

Chordwise
2. Different from NASTRAN definition, NSPAN and NCHORD define 101 104 107 110
Strip 1
number of cuts. Therefore, (NSPAN-1)× (NCHORD-1) NCHORD = 4 102 105 108 111
aerodynamic boxes generated. 103 106 109 112 Chordwise

Strip (NCHORD-1)
3. Among all aerodynamic grids and boxes (of the CAERO7 and
104 120
BODY7 bulk data cards) no duplicate identification number is

allowed. NSPAN = 5
LSPAN
1. Identification number of AEFACT bulk data card used to specify the spanwise divisions of the wing component in percentage
of the wing span.
2. The number of values listed in AEFACT must be NSPAN. If LSPAN = 0, then NSPAN evenly distributed spanwise divisions are
used.
3. The values listed in these AEFACT cards referenced by LSPAN, LRCHD and LTCHD must start with 0.0 and end with 100.0.
PAFOIL7
1. Identification number of a PAFOIL7/PAFOIL8 bulk data card to specify sectional airfoil coordinates. (Integer ≥ 0)
2. If PAFOIL7 = 0, it is assumed that the CAERO7 wing component is a flat plate.
3. If ZONA7U, or ZTRAN method is selected (the entry Method = 1, ±2, or 3 in the MKAEROZ bulk data card), PAFOIL7 is used
and cannot be zero.
4. If a TRIM analysis is performed the camber defined by the PAFOIL7 card influences the mean flow condition even if
ZONA6/7 and ZSAP is used.
5. The upper surface of a CAERO7 is defined by the normal vector which is computed by the cross product of the vector along
the chord (leading edge to trailing edge) to the vector along the span (root to tip).
6. The upper/lower surface of the airfoil section specified by the PAFOIL7 bulk data card must be consistent with the normal
vector of the CAERO7 macroelement.
XRL, YRL, ZRL
1. X, Y, and Z location of the root chord leading edge. (Real)
RCH
1. Length of the root chord. (Real)
LRCHD
1. Identification number of AEFACT bulk data card used to specify the root chord divisions of the wing
component in percentage of the root chord. (Integer ≥ 0)
2. If LRCHD = 0, then NCHORD evenly distributed chordwise divisions for the root is used.
3. The number of values listed in AEFACT must be NCHORD.
4. The values listed in these AEFACT cards referenced by LSPAN, LRCHD and LTCHD must start with 0.0 and end
with 100.0.
ATTCHR
1. Wing-body attachment condition for the wing root. (Integer ≥ 0) (Default = 0)
2. ATTCHR= 0 no attachment, ATTCHR > 0 ID number of BODY7 bulk data card to which the wing component is
attached.
ACORDR
1. Identification number of an ACOORD bulk data card and active only if ATTCHR > 0. (Integer > 0 or blank)
2. For ACORDR > 0, the x-axis of the coordinate system specified by the ACOORD bulk data card is used to define
the vortex-carry-through panels of the wing root.

XTL, YTL, ZTL
1. X, Y, and Z location of the tip chord leading edge. (Real)
TCH
1. Length of the tip chord. (Real)
LTCHD
1. Identification number of AEFACT bulk data card used to specify the tip chord divisions of the wing component
in percentage of the tip chord. (Integer ≥ 0)
2. If LTCHD = 0, then NCHORD evenly distributed chordwise divisions for the tip is used.
3. The number of values listed in AEFACT must be NCHORD.
4. The values listed in these AEFACT cards referenced by LSPAN, LRCHD and LTCHD must start with 0.0 and end
with 100.0.
ATTCHT
1. Wing-body attachment condition for the wing tip. (Integer ≥ 0) (Default = 0)
2. ATTCHT= 0 no attachment, ATTCHT > 0 ID number of BODY7 bulk data card to which the wing component is
attached.
ACORDT
1. Identification number of an ACOORD bulk data card and active only if ATTCHT > 0. (Integer > 0 or blank)
2. For ACORDT > 0, the x-axis of the coordinate system specified by the ACOORD bulk data card is used to define
the vortex-carry-through panels of the wing tip.

$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$ WID LABEL ACOORD NSPAN NCHORD LSPAN ZTAIC PAFOIL7
CAERO7 5001 WING 0 9 14 0 0 0 +CA7
$ XRL YRL ZRL RCH LRCHD ATTCHR ACORDR
+CA7 258.74 0.00 0.00 150.17 0 0 +CA7
$ XRT YRT ZRT TCH LTCHD ATTCHT ACORDT
+CA7 364.47 126.00 0.00 44.46 0 0
(258.74, 0.0, 0.0) Air Flow

Y
PANEL ID starts with 5001
NSPAN=9
(364.47, 126.0, 0.0)
RCH = 150.17
NCHORD=14
TCH = 44.46
PANEL ID= 5013

X
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CAERO7 5001 WING 9 14 501 0 0+CA71
+CA71 258.74 54.00 0.00 150.17 502 0 +CA72
+CA72 364.47 180.00 0.00 44.46 503 0
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
AEFACT 501 0.000 13.492 28.000 42.000 52.381 68.250 81.746+AE10
+AE10 90.000 100.000
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
AEFACT 502 0.000 5.000 10.000 15.000 19.058 30.000 40.000+AE10
+AE10 50.000 60.000 70.000 80.908 87.272 93.636 100.000
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
AEFACT 503 0.000 7.000 14.000 21.000 29.400 37.700 46.000+AE10
+AE10 54.300 62.700 71.000 80.628 87.085 93.543 100.000
0%
AEFACT Under-wing
13.492% ID=501 Store Station
0%
52.381%
19.058%
81.746%
AEFACT 100% Control Surface
ID=502 Hinge Line for
Control Surface 0% Wing Tip
Hinge Line for 29.400%
Wing Root 80.908% AEFACT
80.628% ID=503
100% 100%
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CAERO7 203001 WNGFS3 0 3 27 0 0 20301+CA101
+CA101 1.169 285.500 -69.361 170.476 200301 0 +CA102 Modeling of the
+CA102 17.229 306.057 -67.003 168.891 200302 0
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
triangular boxes
AEFACT 200301 0.000 5.875 11.751 17.626 23.502 29.377 35.252
41.128 47.003 52.879 58.754 64.629 70.505 76.380 82.256
85.213 88.170 91.128 94.085 97.043 100.000 100.000 100.000
100.000 100.000 100.000 100.000
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
AEFACT 200302 0.000 5.844 11.688 17.532 23.376 29.220 35.064
40.908 46.752 52.596 58.440 64.284 70.128 75.972 81.815
81.815 81.815 81.815 81.815 81.815 81.815 84.846 87.877
90.908 93.938 96.969 100.000
$
$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CAERO7 206001 WNGFS6 0 3 27 0 0 20601+CA101
+CA101 124.407 443.244 -51.529 158.143 200601 0 +CA102
+CA102 140.243 463.514 -49.260 156.546 200602 0
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
AEFACT 200601 0.000 5.768 11.536 17.304 23.072 28.841 34.609
40.377 46.145 51.913 57.681 63.449 69.217 74.985 80.753
83.961 87.169 90.377 93.584 96.792 100.000 100.000 100.000
100.000 100.000 100.000 100.000
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
AEFACT 200602 0.000 5.753 11.506 17.260 23.013 28.766 34.519
40.272 46.025 51.779 57.532 63.285 69.038 74.791 80.544
80.544 80.544 80.544 80.544 80.544 80.544 83.787 87.030
90.272 93.515 96.757 100.000

ACOORD – Aerodynamic Modeling
Description: Defines a local coordinate system for an aerodynamic component referenced by the BODY7 or CAERO7
bulk data cards.
Format and Example:
1 2 3 4 5 6 7 8 9 10
ACOORD ID XORIGN YORIGN ZORIGN DELTA THETA
ACOORD 10 250.0 52.5 15.0 0.0 0.0
1. If ACOORD is referenced by a BODY7 bulk data card, the X-axis of the coordinate system defines the
centerline of the body.
ID
1. Coordinate system identification number. (Integer > 0)
2. Coordinate system identification numbers (ID) on all ACOORD bulk data cards must be unique.
XORGIN, YORGIN, ZORIGN
1. X , Y, and Z location of the component origin. (Real)
DELTA
1. Pitch angle in degrees measured from the X-Z axes of the basic coordinate system to the X'-Z' axes of the
component coordinate system. (Real)
2. This parameter will not physically rotate the model. Its effects are introduced in the boundary condition.
Therefore, DELTA must be a small value.
THETA
1. Roll angle in degrees measured from the Y-Z axes of the basic coordinate system to the Y'-Z' axes of the
component coordinate system. (Real)
2. Unlike DELTA, THETA will physically rotate the model.

ACOORD – Aerodynamic Modeling (cont.)
$
$ *** AIM9 CANARD #1
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
ACOORD 2000011 291.98 157.00 -16.75 0.00 45.00 0.00
CAERO7 2001001AIM9CN11 2000011 5 5 2500001 0 0+CA71 Z
+CA71 10.300 2.500 0.000 8.590 0 2000001 +CA72 AIM9CN12
+CA72 16.350 8.110 0.000 2.540 0 0 θ=135.0
$ Y
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..| X
ACOORD 2000012 291.98 157.00 -16.75 0.00 135.00 0.00
CAERO7 2002001AIM9CN12 2000012 5 5 2500001 0 0+CA71
+CA71 10.300 2.500 0.000 8.590 0 2000001 +CA72
+CA72 16.350 8.110 0.000 2.540 0 0
$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
ACOORD 2000013 291.98 157.00 -16.75 0.00 225.00 0.00
CAERO7 2003001AIM9CN13 2000013 5 5 2500001 0 0+CA71
AIM9CN11
+CA71 10.300 2.500 0.000 8.590 0 2000001 +CA72 θ=45.0
+CA72 16.350 8.110 0.000 2.540 0 0
$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
ACOORD 2000014 291.98 157.00 -16.75 0.00 315.00 0.00
CAERO7 2004001AIM9CN14 2000014 5 5 2500001 0 0+CA71
+CA71 10.300 2.500 0.000 8.590 0 2000001 +CA72
+CA72 16.350 8.110 0.000 2.540 0 0
$ --------------------------------------
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..| AIM9CN13 AIM9CN14
AEFACT 2500001 0.000 24.064 48.128 74.064 100.000 θ=225.0 θ=315.0

PAFOIL7 – Aerodynamic Modeling
Description: Defines the airfoil cross sections at the root and tip of a wing-like aerodynamic component; referenced by
the CAERO7 bulk data card.
Format and Example:
1 2 3 4 5 6 7 8 9 10
PAFOIL7 ID ITAX ITHR ICAMR RADR ITHT ICAMT RADT
PAFOIL7 1 -201 202 203 0.1 211 212 0.1
1. The PAFOIL7 bulk data card must be referred to by the CAERO7 bulk data card if ZONA7U or ZTRAN is
selected.
2. The camber and thickness distributions are computed by linear interpolation from the wing root to the wing
tip.
3. The camber distribution has impact on the trim solution.
ID
1. PAFOIL7 identification number. (Integer > 0)
ITAX
1. Identification number of an AEFACT bulk data card used to specify the x- coordinate locations, in percentage
of the chord length, where the thickness and camber are specified. (Integer)
2. The ITAX x-coordinate values listed in the AEFACT bulk data card must start with 0.0 and end with 100.0.
3. If ITAX is a positive integer, then a cubic interpolation is used and if ITAX is a negative integer, then a linear
interpolation is used.
4. The number of values listed in the AEFACT cards for ITAX, ITHR, ICAMR, ITHT and ICAMT must be the same.

PAFOIL7 – Aerodynamic Modeling (cont.)
ITHR, ITHT
1. Identification number of an AEFACT bulk data card used to specify the half thickness of the airfoil at the wing
root/tip. (Integer ≥ 0)
ICAMR, ICAMT
1. Identification number of an AEFACT bulk data card used to specify the camber of the airfoil at the wing
root/tip. (Integer ≥ 0)
RADR, RADT
1. Leading edge radius at the root/tip normalized by the root/tip chord. (Real ≥ 0.0)
Root or Tip Chord

c
Half Thickness (t)

ITHR, ITHT = t/c x 100.0
Camber (Zi)
ICAMR, ICAMT = z/c x 100.0
Wing Mean Plane
Leading Edge Radius (r)

RADR, RADT = r/c x 100.0

PAFOIL7 – Aerodynamic Modeling (cont.)
$ PAFOIL7 for MAIN WING 5
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$ ID ITAX ITHR ICAMR RADR ITHT ICAMT RADT 4
Half Thickness Camber Line
PAFOIL7 4011 4012 4013 4014 4015 4016
3
AEFACT 4012 0.00 2.00 4.00 6.00 8.00 10.00 12.00+AE10
+AE10 14.00 16.00 18.00 20.00 22.00 24.00 26.00 28.00+AE11 2
+AE11 30.00 32.00 34.00 36.00 38.00 40.00 42.00 44.00+AE12
+AE12 46.00 48.00 50.00 52.00 54.00 56.00 58.00 60.00+AE13 1
+AE13 62.00 64.00 66.00 68.00 70.00 72.00 74.00 76.00+AE14
0
+AE14 78.00 80.00 82.00 84.00 86.00 88.00 90.00 92.00+AE15
+AE15 94.00 96.00 98.00 100.00 -1
AEFACT 4013 0.0000 0.6049 0.8383 1.0081 1.1588 1.2753 1.3746+AE10
+AE10 1.4671 1.5533 1.6327 1.7049 1.7680 1.8213 1.8640 1.9005+AE11 -2
+AE11 1.9303 1.9546 1.9728 1.9874 1.9942 1.9934 1.9857 1.9703+AE12
+AE12
+AE13
1.9450 1.9111 1.8735 1.8282 1.7781 1.7264 1.6692 1.6096+AE13
1.5464 1.4761 1.4041 1.3293 1.2536 1.1745 1.0934 1.0109+AE14
-3
Wing Root
-4
+AE14 0.9276 0.8446 0.7611 0.6774 0.5939 0.5104 0.4268 0.3433+AE15
+AE15 0.2597 0.2030 0.1851 0.0000 -5
0 10 20 30 40 50 60 70 80 90 100
AEFACT 4014 0.0000 0.1815 0.3071 0.4124 0.5122 0.5956 0.6699+AE10
+AE10 0.7413 0.8089 0.8728 0.9325 0.9872 1.0367 1.0789 1.1189+AE11
+AE11 1.1550 1.1876 1.2166 1.2450 1.2699 1.2908 1.3109 1.3272+AE12 8
+AE12 1.3395 1.3456 1.3514 1.3516 1.3491 1.3461 1.3385 1.3287+AE13
7
+AE13 1.3159 1.2956 1.2724 1.2450 1.2161 1.1796 1.1382 1.0912+AE14
+AE14 1.0368 0.9724 0.8939 0.8070 0.7168 0.6246 0.5319 0.4359+AE15 6
+AE15 0.3381 0.2400 0.1424 0.0455
AEFACT 4015 0.0000 0.6058 0.8382 1.0083 1.1516 1.2756 1.3706+AE10 5
+AE10 1.4596 1.5462 1.6303 1.7052 1.7670 1.8219 1.8661 1.9029+AE11
4
+AE11 1.9311 1.9551 1.9743 1.9875 1.9937 1.9925 1.9830 1.9660+AE12
+AE12 1.9411 1.9093 1.8709 1.8267 1.7775 1.7248 1.6684 1.6088+AE13 3
+AE13 1.5453 1.4770 1.4044 1.3291 1.2518 1.1737 1.0934 1.0117+AE14
+AE14 0.9294 0.8452 0.7606 0.6766 0.5934 0.5106 0.4277 0.3472+AE15 2
+AE15 0.2731 0.2038 0.1355 0.0000
AEFACT 4016 0.0000 0.2787 0.5056 0.7121 0.9097 1.1005 1.2709+AE10 1
+AE10 1.4417 1.6119 1.7795 1.9402 2.0934 2.2447 2.3891 2.5295+AE11
Wing Tip
0
+AE11 2.6668 2.8000 2.9313 3.0599 3.1861 3.3096 3.4293 3.5454+AE12
+AE12 3.6576 3.7657 3.8701 3.9709 4.0689 4.1654 4.2593 4.3501+AE13 -1
+AE13 4.4370 4.5190 4.5957 4.6688 4.7385 4.8042 4.8638 4.9163+AE14
+AE14 4.9604 4.9948 5.0187 5.0325 5.0428 5.0513 5.0585 5.0656+AE15 -2
0 10 20 30 40 50 60 70 80 90 100
+AE15 5.0707 5.0725 5.0734 5.0759
Z
Y
X

Impact of PAFOIL7/PAFOIL8 on Aerodynamic Methods
TRIM Analysis Aeroelastic/ASE Analysis

ZONA6, ZONA7, and • Mean flow solution (CD0, CL0, CM0, …) • No impact.
ZSAP depends on the camber but not the
Used only by TRIM thickness.
• Both mean flow and stability • Generalized aerodynamic
ZONA7U
derivatives (CLα, CMα, …) depend on forces depend on both
Used by all modules
camber and thickness. camber and thickness.
• PAFOIL7 is used to ensure the • Generalized aerodynamic
overlapping between the ZAERO forces depend on the
surface panels and CFD surface mesh. interpolated steady
• Mean flow solution is replaced by the background flow in the
ZTRAN steady background flow computed by volume cell model.
Used by all modules CFD.
• Stability derivatives depend on
interpolated steady background flow in
the volume cell model.

AESURFZ – Aerodynamic Modeling
Description: Specifies an aerodynamic control surface for aeroservoelastic, static aeroelastic/trim analysis, or the
transient response analysis.
Format and Example:
1 2 3 4 5 6 7 8 9 10
AESURFZ LABEL TYPE CID SETK SETG ACTID
AESURFZ RUDDER ASYM 1 10 20 0
1. AESURFZ is used for the ASE, TRIM and dynamic loads analysis.
2. The user can activate the PLTSURF bulk data card to view the deflected control surface.
LABEL
1. Unique alphanumeric string of up to eight characters used to identify the control surface. (Character)
2. The LABEL is arbitrary, but all labels must be unique.
TYPE
1. Type of surface (Character)
SYM symmetric surface
ANTISYM anti-symmetric surface
ASYM asymmetric surface
CID
1. The absolute value of CID is the identification number of a CORD2R bulk data card. (Integer or blank)
2. For CID ≥ 0; Y-axis of this coordinate system defines the hinge line of the control surface.
3. For CID < 0, the Z-axis of the coordinate system defines the hinge line of the control surface.
4. The rotation about the Y-axis or Z-axis by the right hand rule defines the direction of the control surface
deflection.

AESURFZ – Aerodynamic Modeling (cont.)
SETK
1. Identification number of PANLST1, PANLST2 or PANLST3 bulk data card used to identify the aerodynamic box
ID's of the control surface. (Integer > 0)
SETG
1. Identification number of SET1 or SETADD bulk data card used to identify the structural grid point ID's of the
control surface. (Integer > 0 or blank)
2. SETG is used to compute the so-called “inertial coupling loads” due to the motion of the control surface which
are required by the aeroservoelastic (ASE) analysis.
3. All structural finite element grid points located within the control surface should be included in the SET1 or
SETADD bulk data card list.
4. Missing structural finite element grid point that has mass attached to it can lead to incorrect inertial coupling
loads.
ACTID
1. Identification number of the ACTU bulk data card defining the transfer function of the actuator attached to
this control surface. (Integer≥ 0)
2. ACTID is used only for aeroservoelastic (ASE) analysis.

AESURFZ – Aerodynamic Modeling (cont.)
$ L.E. FLAP
$----------------------
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$ LABEL TYPE CID SETK SETG ACTID $
AESURFZ R_LEF ANTI -401 220 0 0
CORD2R 401 377.540 156.000 0.000 287.360 30.000 0.000+CR11
+CR11 200.000 30.000 0.000
PANLST1 220 5001 5001 5095
$ FLAPERON (Inboard)
$---------------------------
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$ LABEL TYPE CID SETK SETG ACTID $
AESURFZ R_FLPI ANTI -411 230 0 0
CORD2R 411 380.240 30.000 0.000 400.320 156.000 0.000+CR11
+CR11 500.000 156.000 0.000
PANLST1 230 5001 5011 5065
PANEL
ID=5001 Need the PLTSURF bulk
data card for plotting
deflected control surfaces
PANEL
ID=5095
CORD2R
ID=411 z x
z
CORD2R
x ID=401
PANEL
PANEL
ID=5065
ID=5011 © 2020 by ZONA Technology, Inc.
5 - 23 Amanda Shared/Presentations ZONA T E C H N O L O G Y INC
BODY7 – Aerodynamic Modeling
Description: Defines an aerodynamic body macroelement of a body-like component.
Format and Example:
1 2 3 4 5 6 7 8 9 10
BODY7 BID LABEL IPBODY7 ACOORD NSEG IDMESH1 IDMESH2 IDMESH3 CONT
CONT IDMESH4 -etc-
BODY7 4 BODY 2 8 4 20 21 22 +BC

+BC 23
BID
LABEL
1. An arbitrary character string (up to 8 characters) used to define the body. (Character)
2. This label can be referred to PANLST3 bulk data card for SPLINE.
IPBODY7
1. Identification number of PBODY7 bulk data card (specifying body wake and/or inlet aerodynamic boxes).
2. PBODY7 bulk data card defines the wake and/or inlet aerodynamic boxes.
ACOORD
1. Identification number of ACOORD bulk data card (specifying body center line location and orientation).
2. The X-axis specified by the ACOORD bulk data card defines the centerline of the body macroelement.

BODY7 – Aerodynamic Modeling (cont.)
NSEG
1. Number of body segments. (Integer > 0)
2. One BODY7 may have many segments. Each segment consists of a mesh of grids that define the body boxes.
IDMESHi
1. Identification number of SEGMESH bulk data card (specifying body segments). (Integer > 0)
2. There must be NSEG numbers of IDMESHi input (i.e., IDMESHi, i=1, NSEG).
5
4

SEGMESH – Aerodynamic Modeling
Description: Defines a grid system for a body segment; referenced by the BODY7 bulk data card.
Format and Example:
1 2 3 4 5 6 7 8 9 10
SEGMESH IDMESH NAXIS NRAD NOSERAD IAXIS CONT
CONT ITYPE1 X1 CAM1 YR1 ZR1 IDY1 IDZ1 CONT
CONT ITYPE2 X2 CAM2 YR2 ZR2 IDY2 IDZ2 CONT
CONT ITYPE3 X3 CAM3 YR3 ZR3 IDY3 IDZ3 -etc-
SEGMESH 2 3 6 +BC
+BC 1 0.0 0.0 0.0 +EF
+EF 1 1.0 0.0 0.5 +HI
+HI 3 2.0 103 104
IDMESH
1. Body segment mesh identification number. (Integer > 0)
2. all coordinates are in the local coordinate system defined by the ACOORD bulk data card of the BODY7 bulk
data card.
NAXIS
1. Number of axial stations (i.e., divisions) of the segment. (Integer ≥ 2)
NRAD
1. Number of circumferential points of the segment. (Integer ≥ 3)
NOSERAD
1. Nose radius of blunt body. (Real ≥ 0.0)
2. NOSERAD is active only if ZONA7U is used and is used only if the SEGMESH bulk data card is the first segment
defined in the BODY7 bulk data card.

SEGMESH – Aerodynamic Modeling (cont.)
IAXIS
1. The index of the axial station where the blunt nose ends. (Integer > 1)
2. For a blunt-nose body in hypersonic flow, the local Mach number at the nose often becomes subsonic which
needs special treatment by the ZONA7U method.
IAXIS = 6 An ogive shape
IAXIS = 8 A round nose and cone
NOSERAD
NOSERAD
cone cylinder
round
nose
There are three methods to define the circumferential points at a given axial station:
(1) Body of Revolution (using ITYPEi = 1, and Xi, CAMi, YRi entries)
(2) Elliptical Body (using ITYPEi = 2, and Xi, YRi, ZRi entries)
(3) Arbitrary Body (using ITYPEi = 3, and Xi, IDYi, IDZi entries)
Body centerline defined by the Body of Revolution Elliptical Body Arbitrary Body
x-axis specified in the ACOORD A’ Z Z
bulk data entry
YRi
CAM(xi) ZRi IDZi
IDYi Y
Y
A
CAM(NAXIS) A-A’ YRi
CAM(x1)

 For a body of revolution or elliptical body
1. The number of circumferential points are divided evenly for the Z Z
body.
YORIGN = 0
2. If YORIGN defined in the ACOORD bulk data card to which the YORIGN ≠ 0
body refers is zero and the XZSYM entry of the AEROZ bulk data
Y Y
card is YES, only half of the body (on the positive y side) is
NRAD=9
generated. NRAD=9
3. If YORIGN is not zero, the entire body will be generated. Two Coincident grids
 For an arbitrary body

1. the circumferential points must be entered in a Z
Y(NRAD), Z(NRAD)
Z
counterclockwise direction (as viewed along the negative x-axis) YORIGN = 0 YORIGN ≠ 0
looking at the y-z plane (in local body coordinates).
2. If YORIGN defined in the ACOORD bulk data card to which the Y Y
body refers is zero and the XZSYM entry of the AEROZ bulk data NRAD=9
Y(2), Z(2)
NRAD=9
card is YES, only half of the body (on the positive y side) is Y(2), Z(2)
Y(1), Z(1)
generated. Y(NRAD), Z(NRAD) Y(1), Z(1)

Some Examples
Saturn V F-22 Predator B

Body-of-Revolution Elliptical Body Arbitrary Body

•Elliptical Body
$ FUSELAGE
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
ACOORD 10 0.0 0.0 0.0 0.0 0.0 0.0
BODY7 1001FUSELAGE 10 1 1001
$
SEGMESH 1001 34 5
2 8.000 0.000 0.000
2 25.000 3.000 2.000
2 42.000 6.000 4.000
2 59.000 9.000 6.000
2 76.000 12.000 8.000
2 93.000 15.000 10.000
2 110.000 18.000 12.000
2 127.000 21.000 14.000
2 144.000 24.000 16.000
2 161.000 27.000 18.000
2 178.000 30.000 20.000
2 194.540 30.000 20.000 To plot VCT panels, please
2 211.080 30.000 20.000
2 227.620 30.000 20.000 set VCT=“YES” in the
2 244.160 30.000 20.000 PLTAERO bulk data card.
2 260.700 30.000 20.000
2 277.240 30.000 20.000
2 293.780 30.000 20.000
2 310.320 30.000 20.000
2 326.860 30.000 20.000
2 343.400 30.000 20.000
2 359.940 30.000 20.000
2 376.480 30.000 20.000
2 408.911 30.000 20.000
2 421.740 30.000 20.000
2 434.569 30.000 20.000
2 447.398 30.000 20.000
2 460.227 30.000 20.000 Vortex-Carry-Through (VCT) panel
2 473.056 30.000 20.000
2 485.884 30.000 20.000
2 498.713 30.000 20.000
2 511.542 $...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
30.000 20.000
2 524.371 30.000 20.000
CAERO7 5001 WING 9 14 501 0 +CA71
2 537.200 30.000 20.000
+CA71 258.74 30.00 0.00 150.17 502 1001 +CA72
+CA72 364.47 156.00 0.00 44.46 503 0

•Arbitrary Body
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
ACOORD 10 0.0 0.0 0.0 0.0 0.0 0.0
BODY7 1001FUSELAGE 0 10 3 1001 2001 3001
Y(8), Z(8)
$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
SEGMESH 1001 9 8
3 -5.000 1101 1201
3 6.819 1102 1202
. . . .
3 89.549 1109 1209
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$ IDY
AEFACT 1101 0.000 0.000 0.000 0.000 0.000 0.000 0.000+AE11110
z
+AE11110 0.000
AEFACT 1102 0.000 4.904 5.306 5.439 4.404 2.603 1.330+AE11210
+AE11210 0.000
y
. . . .
AEFACT 1109 0.000 16.967 20.284 21.554 19.229 15.125 9.067+AE11910
+AE11910 0.000
$
$ IDZ
AEFACT 1201 -8.649 -8.649 -8.649 -8.649 -8.649 -8.649 -8.649+AE12110
+AE12110 -8.649
AEFACT 1202 -12.082 -9.220 -7.998 -7.194 -4.684 -3.311 -2.887+AE12210
+AE12210 -2.735
. . . .
AEFACT 1209 -12.943 -9.480 -6.159 -1.353 8.665 14.081 18.103+AE12910
Y(2), Z(2)
+AE12910 19.901
$ Y(1), Z(1)
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
SEGMESH 2001 13 11
3 89.549 2101 2201
3 99.473 2102 2202
. . . .
3 228.200 2113 2213
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$ IDY
AEFACT 2101 0.000 16.967 20.284 21.554 19.229 15.125 9.067+AE21110
+AE21110 0.000 0.000 0.000 0.000
AEFACT 2102 0.000 17.414 20.935 23.743 20.027 16.625 12.300+AE21210
+AE21210 9.482 5.698 2.544 0.000
. . . .
AEFACT 2113 0.000 18.996 28.796 27.000 25.047 20.134 11.985+AE22310
+AE22310 0.000 0.000 0.000 0.000

•Arbitrary Body (cont.)
$ IDZ
AEFACT 2201 -12.943 -9.480 -6.159 -1.353 8.665 14.081 18.103+AE22110
+AE22110 19.901 19.901 19.901 19.901
AEFACT 2202 -12.558 -9.370 -6.079 -1.194 9.383 14.712 18.476+AE22210
+AE22210 19.991 24.424 25.824 26.133
. . . .
AEFACT 2213 -36.801 -32.108 -18.006 -0.880 13.903 20.545 28.880+AE23310
+AE23310 32.798 32.798 32.798 32.798
$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
SEGMESH 3001 28 8
3 228.200 3101 3201
3 241.800 3102 3202
. . . .
3 548.300 3128 3228
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$ IDY
AEFACT 3101 0.000 18.996 28.796 27.000 25.047 20.134 11.985+AE31110
+AE31110 0.000
AEFACT 3102 0.000 18.790 28.875 27.000 25.112 19.293 10.781+AE31210
+AE31210 0.000
. . . .
AEFACT 3128 0.000 8.516 15.825 27.000 19.154 12.454 6.595+AE33810
+AE33810 0.000
$
$ IDZ
AEFACT 3201 -36.801 -32.108 -18.006 -0.880 13.903 20.545 28.880+AE32110
+AE32110 32.798
AEFACT 3202 -36.399 -31.852 -18.031 -0.880 13.962 20.927 28.564+AE32210
+AE32210 31.667
. . . .
AEFACT 3228 -20.996 -19.166 -13.791 -0.880 8.597 16.886 19.917+AE34810
+AE34810 21.004 The BODY model should
start as a point.
SEGMESH
ID = 1001
SEGMESH SEGMESH
ID = 3001 ID = 2001

PBODY7 – Aerodynamic Modeling
Description: Defines the wake and inlet aerodynamic boxes of an aerodynamic body; referenced by the BODY7 bulk
data card.
Format and Example:
1 2 3 4 5 6 7 8 9 10
PBODY7 ID WAKE CPBASE XSWAKE XDWAKE YOFF ZOFF INLET CONT
CONT IDP1 FLOWRT1 IDP2 FLOWRT2 -etc-
PBODY7 2 1 -0.2 1.3 1.1 0.8 0.8 4 +BC

+BC 101 0.0 103 100.
ID
1. PBODY7 identification number. (Integer > 0)
2. This bulk data card is referred by BODY7 bulk data card.
INLET
1. Number of body inlet or superinclined aerodynamic boxes. (Integer ≥ 0)
IDPi
1. Body box identification numbers where the flow is allowed to penetrate into the body; denoted as "inlet
boxes“. (Integer > 0)
FLOWRTi
1. Amount of flow in percentage of the flow contained in the stream tube in front of the inlet aerodynamic box
which penetrates into to the body. (Real)
2. There must be INLET numbers of IDPi and FLOWRTi pairs (i.e., IDPi, FLOWRTi i=1, INLET).
3. If no flow penetrates into the aerodynamic box, FLOWRT=0., entire flow penetrates into or out of from the
aerodynamic box, FLOWRT=100.

PBODY7 – Aerodynamic Modeling (cont.)
1. If the inclination angle of the aerodynamic box exceeds the Mach cone angle in supersonic flow (the Mach
cone angle can be computed by arcsin(1.0/M), where M=free stream Mach number), then linear theory fails.
This kind of aerodynamic box orientation is defined as superinclined box which normally occurs on the engine
inlet face or the nose section of blunt bodies. To resolve this problem, any superinclined boxes can be
specified as inlet aerodynamic boxes.
$
$ ENGINE
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
ACOORD 20 10.000 90.600 49.940 0.000 0.000 0.000
BODY7 200001 ENGINE 222 20 3 201001 202001 203001
$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
PBODY7 222 0 72+PB210
+PB210 200001 100.00 200002 100.00 200003 100.00 200004 100.00+PB211
+PB211 200005 100.00 200006 100.00 200007 100.00 200008 100.00+PB212
+PB212 200009 100.00 200010 100.00 200011 100.00 200012 100.00+PB213
+PB213 200013 100.00 200014 100.00 200015 100.00 200016 100.00+PB214
+PB214 200017 100.00 200018 100.00 200019 100.00 200020 100.00+PB215
+PB215 200021 100.00 200022 100.00 200023 100.00 200024 100.00+PB216
+PB216 200025 100.00 200026 100.00 200027 100.00 200028 100.00+PB217
+PB217 200029 100.00 200030 100.00 200031 100.00 200032 100.00+PB218
+PB218 200033 100.00 200034 100.00 200035 100.00 200036 100.00+PB219
+PB219 200037 100.00 200038 100.00 200039 100.00 200040 100.00+PB220
+PB220 200041 100.00 200042 100.00 200043 100.00 200044 100.00+PB221
+PB221 200045 100.00 200046 100.00 200047 100.00 200048 100.00+PB222
+PB222 200049 100.00 200050 100.00 200051 100.00 200052 100.00+PB223
+PB223 200053 100.00 200054 100.00 200055 100.00 200056 100.00+PB224
+PB224 200057 100.00 200058 100.00 200059 100.00 200060 100.00+PB225
+PB225 200061 100.00 200062 100.00 200063 100.00 200064 100.00+PB226
+PB226 200065 100.00 200066 100.00 200067 100.00 200068 100.00+PB227
+PB227 200069 100.00 200070 100.00 200071 100.00 200072 100.00
Inlet Boxes

CELLWNG – Aerodynamic Modeling
Description: Generates a volume block on a CAERO7 macroelement for transonic aerodynamics using the ZTRAN
method.
Format and Example:
1 2 3 4 5 6 7 8 9 10
CELLWNG ID CAERO7 YCUTR YCUTT ATTACHR ATTACHT DUMMY CELLPRM CONT
CONT NZU HUPPERR HUPPERT THROOTU THTIPU ZCUTU COARSU1 COARSU2 CONT
CONT NZL HLOWERR HLOWERT THROOTL THTIPL ZCUTL COARSL1 COARSL2 CONT
CONT NEXTLE EXTLER EXTLET LECUT NEXTTE EXTTER EXTTET TECUT
CELLWNG 1001 101 3 10 2001 +C
+C 10 1.0 5.0 0.0 0.0 EVEN 5 8 +C

+C 0 +C
+C 2 3.0 2.0 COS 0
ID
1. Unique identification number. (Integer > 0)
2. Among all CELLWNG, CELLBOX, and CELLBDY, no duplicated identification number is allowed.
3. To view these volume cells, the user can specify the entry CELL= “YES” in the PLTAERO bulk data card.
CAERO7
1. Identification number of a CAERO7 bulk data card on which the volume block is generated. (Integer > 0)
2. The spanwise and chordwise divisions of the volume cells are defined according to the LSPAN, LRCHD, and
LTCHD entries of the CAERO7 bulk data card.

CELLWNG – Aerodynamic Modeling (cont.)
YCUTR, YCUTT
1. Index of a spanwise division of the CAERO7 macroelement whose spanwise location is the root/tip of the
volume block. (Integer >0)
2. Each CAERO7 bulk data card can be referred to by multiple CELLWNG bulk data cards.
3. For a CAERO7 with 12 spanwise divisions (NSPAN=12), the following three CELLWNG cards define three
adjacent volume blocks.
1 2 3 4 5 6 7 8 9 10
CELLWNG 1001 100 1 4 2001
CELLWNG 2001 100 4 8 2001 3001
CELLWNG 3001 100 8 12 2001

4. This is required to create a block tri-diagonal volume cell matrix for reducing the computational time.
ATTACHR, ATTACHT
1. Identification number of another CELLWNG bulk data card or a CELLBOX bulk data card to which the root of
the current volume block is attached. (Integer ≥ 0)
2. The ZTRAN method assumes that the aerodynamic influence exists only between adjacent volume blocks.
3. The adjacent-influence-only scheme leads to a block-tridiagonal matrix and can be solved efficiently by a
block-tridiagonal matrix solver.
NZU
1. Number of layers of the volume block for the division of volume cells in the positive normal direction of the
CAERO7 macroelement. (Integer ≥ 0, default = 6)
2. The number of volume cells on the upper surface of the CAERO7 macroelement resulting from the divisions of
the volume block is NZU×(YCUTT-YCUTR)× (NCHORD-1).

HUPPERR, HUPPERT
1. Height of the volume block at the root/tip in the positive
Z
normal direction. Used only if NZU > 0. (Real >0.0) Y
Layer No. 4
2. The height of the volume block must be large enough so that

the perturbation of the steady mean flow is small in the top
layer of the volume block.
Layer No. 1
X
3. This is particularly important for transonic flow where strong

shock occurs. HUPPERR
4. Normally, selection of the root chord of the CAERO7
HUPPERT, NZU=4
macroelement as HUPPERR and HUPPERT is sufficient to meet
the condition.
THROOTU, THTIPU CELLWNG for the Winglet

1. Cant angle in degrees between the surface of the root/tip of
the volume block and the normal vector of the CAERO7 CELLWNG CELLBOX
macroelement. (Real)
THROOTU
Y THTIPU
X
Wing Surface

ZCUTU
1. Character string either “COS” or “EVEN” to define the distribution of the layers in the normal direction.
(Character or Integer, default = “EVEN”)
2. For ZCUTU= “COS” the layer thickness follows the cosine distribution which gives the thinnest layer near the
surface of the CAERO7 macroelement. For ZCUTU = “EVEN”, all layers have equal thickness.
Z
Z
Y
Y
X
X
ZCUTU= “EVEN”
COARSU1 ZCUTU= “COS”
1. Index of a layer above which (including itself)

the chordwise divisions of the volume cells are Z
reduced by a factor of two. (Integer ≥ 0)
Y
COARSU2 COARSU2=5 for coarse volume
X cells in Layers No. 5 and No. 6
1. Index of a layer above which (including itself) X
the chordwise divisions of the volume cells are

reduced by a factor of three. (Integer ≥ 0)
COARSU1=3 for coarse volume cells in Layers No. 3 and No. 4
The computer time of the ZTRAN method increases exponentially when the number of volume cells increases.
Therefore, it is of importance that the number of volume cells can be minimized while maintaining the accuracy.
Normally, coarse volume cells in those layers that are far away from the surface of the CAERO7 macroelement
give minimum impact on the accuracy.

NEXTLE, NEXTTE
1. Number of additional volume cells ahead of the leading edge/trailing edge of the volume block in the
chordwise direction. (Integer ≥ 0)
EXTLER, EXTTER
1. The total chord length of these additional cells at the root of the leading edge/trailing edge of the volume
block. (Real ≥ 0.0)
EXTLET, EXTTET
1. The total chord length of these additional cells at the tip of the leading edge/trailing edge of the volume
block. (Real ≥ 0.0)
LECUT, TECUT
1. Same as ZCUTU but for defining the chordwise distribution of those additional volume cells at the leading
edge/trailing edge specified by NEXTLE/NEXTTE. (Character or Integer)
Z NEXTLE=3
Length =EXTLER
Y
Length = EXTLET
NEXTTE=4 Length = EXTTET

Length = EXTTER

$ CELLWNG for MAIN WING
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CELLWNG 500001 5001 1 3 0 501001
6 100.00 100.00 0.00 0.00 COS 4 6
6 100.00 100.00 0.00 0.00 COS 4 6
2 10.00 10.00 EVEN 2 10.00 10.00 EVEN
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CELLWNG 501001 5001 3 5 500001 502001
6 100.00 100.00 0.00 0.00 COS 4 6 To plot CELLWNG, set
6 100.00 100.00 0.00 0.00 COS 4 6 CELL=“YES” in the PLTAERO
2 10.00 10.00 EVEN 2 10.00 10.00 EVEN bulk data card
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CELLWNG 502001 5001 5 7 501001 503001
6 100.00 100.00 0.00 0.00 COS 4 6
6 100.00 100.00 0.00 0.00 COS 4 6
2 10.00 10.00 EVEN 2 10.00 10.00 EVEN
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CELLWNG 503001 5001 7 9 502001 0
6 100.00 100.00 0.00 0.00 COS 4 6
6 100.00 100.00 0.00 0.00 COS 4 6
2 10.00 10.00 EVEN 2 10.00 10.00 EVEN
Creates a block tridiagonal

volume cell matrix with 4
tridiagonal blocks
100.0
100.0 Additional cells

CELLWNG ID=500001 for extension at
leading edge Additional cells
CELLWNG ID=501001 for extension at
CELLWNG ID=502001 trailing edge
CELLWNG ID=503001
CELLBDY – Aerodynamic Modeling
Description: Generates a volume block around a BODY7 macroelement for transonic aerodynamics using the ZTRAN
method.
Format and Example:
1 2 3 4 5 6 7 8 9 10
CELLBDY IDCELL IDBD7 RZ NRZ RCUT COARSE1 COARSE2 CELLPRM CONT
CONT R11 R21 R31 R41 R51 R61 R71 R81 CONT
CONT R12 R22 R32 R42 R52 R62 R72 R82 CONT
CONT … -etc- …
CELLBDY 100 1001 3.0 6 EVEN 3 5 +C

+C NONE +C
+C 1 5 7 11 +C
+C 1 3 5 7 9 11 13
IDCELL
2. Among all CELLWNG, CELLBOX, and CELLBDY, no duplicated identification number is allowed.
3. To view these volume cells, the user can specify the entry CELL = “YES” in the PLTAERO bulk data card.
IDBD7
1. Identification number of a BODY7 bulk data card around which the volume block is generated. (Integer
> 0)
2. The program establishes radial vectors from the center point to the circumferential points. Along each
radial vector, NRZ layers of volume cells can be computed.

CELLBDY – Aerodynamic Modeling (cont.)
RZ
1. The thickness of the volume block in the radial direction measured from the surface of the BODY7
macroelement. (Real > 0.0)
NRZ
1. Number of layers in the radial direction to divide the volume block into volume cells. (Integer > 0, default =
6)
RCUT
1. Character string either “COS” or “EVEN” to define the thickness distribution of the layers in the radial
direction. (Character or Integer > 0, default = “EVEN”)
COARSU1
COARSE2=5
1. Index of a layer above which (including itself) for coarse cells in layers No. 5 and No. 6
Z
reduced by a factor of two. (Integer ≥ 0) Y
COARSE1=3
for coarse cells in layers
No. 3 and No. 4
COARSU2 X
1. Index of a layer above which (including itself)

reduced by a factor of three. (Integer ≥ 0)
RCUT=“COS”

Rij, i=1, N
1. Optional input to divide the volume block into N sub-blocks in the circumferential direction of the jth
segment where N ≤ 8. (Integer > 0 or Character = “NONE”, default = “NONE”)
2. This can lead to a block-tridiagonal matrix that can be solved efficiently by a block-tridiagonal matrix solver.
R5j=9
R4j=7
Z Sub-block No. 4
Y
By specifying Rij =1, 3, 5, 7, 9, the Sub-block No. 3
volume block associated with this X

R3j=5
BODY7 macroelement is divided

into 4 sub-blocks. This leads to a
block tridiagonal matrix. Sub-block No. 2
R2j=3
Sub-block No.1
R1j =1

$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CELLBDY 100001 1001 20.000 8 EVEN 4 7
COARSE1=4, the first coarse NRZ=8, total 8 layers

cell starts from 4th layer
COARSE2=7, the second coarse

cell starts from 7th layer
Rz=20.0

PLTAERO – Aerodynamic Modeling
Description: Defines name of a data file on which the data for plotting the aerodynamic model is stored.
Format and Example:
1 2 3 4 5 6 7 8 9 10
PLTAERO SETID FEMGRID OFFSET FORM FILENM CELL VCT
PLTAERO 100 YES 100000 TECPLOT AERO.PLT YES YES
SETID
1. Identification number. (Integer ≠ 0)
2. SETID is not referred to by other bulk data cards. The existence of PLTAERO in the bulk data input “triggers”
the generation of a data file for the purpose of plotting the aerodynamic model.
3. If SETID is a positive integer, all CAERO7 macroelements are displayed as flat plates.
4. If SETID is a negative integer, then
• The airfoil thickness of CAERO7 macroelements specified by the PAFOIL7 bulk data card are displayed.
• The entries FEMGRID, CELL and VCT are inactive.
FEMGRID
1. Flag for the choice of inclusion of structural grid points as part of the plot file. FEMGRID = “YES” or “NO”.
(Character)
2. Setting FEMGRID = “YES” writes the structural grid points in the aerodynamic coordinates along with the
aerodynamic model data in the output data file.
OFFSET
1. Active only if FEMGRID = “YES”. The identification numbers of all structural grid points are increased by
OFFSET.

PLTAERO – Aerodynamic Modeling (cont.)
FORM
1. The format of the data file. (Character, default = “TECPLOT”)
2. PLTAERO bulk data card supports following formats: TECPLOT, PATRAN, IDEAS, FEMAP, ANSYS, NASTRAN,
NASTL.
FILENM
1. The name of the data file in which the data for plotting the aerodynamic model is stored. (Character)
2. This file name is always in the upper case.
3. If the first character of FILENM starts with a dollar sign “$”, the rest of the characters must be integers. This
integer is the identification number of an EXTFILE bulk data card where the filename is specified. This
feature allows for filenames up to 56 characters to be input.
CELL
1. Character string either “YES” or “NO”. For CELL = “YES”, the volume cells that are generated by the
CELLWNG/CELLBDY/CELLBOX bulk data cards are included in the data file. (Character; default = “NO”)
VCT
1. Character string either “YES” or “NO”. For VCT = “YES”. The vortex-carry-through panels are included in the
data file. (Character, default = “NO”)

PLTAERO – Aerodynamic Modeling (cont.)
With positive SETID

The wing is displaced as a flat plate.
With negative SETID

The airfoil thickness is displaced.

PLTSURF – Aerodynamic Modeling
Description: Defines name of a data file in which the data for plotting the deflected aerodynamic control surface on
the aerodynamic model are stored.
Format and Example:
1 2 3 4 5 6 7 8 9 10
PLTSURF SETID LABEL MAXDISP FORM FILENM AERONM
PLTSURF 100 RUDDER 0.2 PATRAN PLOT.PLT AEROMODE.PLT

SETID
2. SETID is not referred to by other bulk data cards. The existence of each PLTSURF in the bulk data input
“triggers” the generation of a data file for the purpose of plotting the deflected control surface on the
aerodynamic model.
LABEL
1. Character string that matches the LABEL entry of an AESURFZ bulk data card. (Character)
MAXDISP
1. A factor to amplify the deflection of the control surface. (Real > 0.0, default = 1.0)
2. The control surface is deflected about its hinge line with a unit deflection angle.
FORM
2. PLTAERO bulk data card supports following formats: TECPLOT, PATRAN, IDEAS, FEMAP, ANSYS, NASTRAN,
NASTL.

PLTSURF – Aerodynamic Modeling
FILENM
1. The name of the data file in which the data for plotting the deflected control surface is stored. (character)
AERONM
1. The name of a data file in which the aerodynamic model is stored in a PATRAN neutral file. (Character,
default = “AEROGEOM.PAT”)
2. ONLY USED IF FORM=”PATRAN”.

5.2 Aerodynamic Modeling Guidelines

Singular Behavior of the Influence Coefficient
1. Both κ and G in the integral equation for computing AIC contain a function of 1 R :
1
φs ( x0 , y0 ,z0 ) = f  |∆ξ|∆η
R
where R = ξ 2 + η 2 + ς 2 , ξ = x0 − x, η = y0 − y, ς = z0 − z
2. If a control point location (x0, y0, z0) is located at one of the edges of a sending box, φs ( x0 , y0 ,z0 ) is singular
because ξ = η= ς = 0 .
3. Thus, any intersection between a control point of a receiving box and a edge of a sending box results an ill-
conditioned AIC matrix.
Receiving box Receiving box
Control point of Control point of

the receiving box the receiving box
Sending box Sending box
Bad Modeling Good Modeling

CAERO7 – Modeling Guidelines
1. Wing aerodynamic boxes employ a thin sheet of unsteady vortex singularities located on the mean plane of
the wing-like component.
2. Solid dots represent the aero box control points (located at 85% box chord for subsonic Mach numbers and
95% aero box chord for supersonic Mach numbers).
3. Solid and dashed lines in the wake region are vortex lines generated by each strip (solid lines=strong vortex
line, dashed lines=weak vortex line).
4. Any aerodynamic component that has airfoil-like cross section (satisfy the Kutta condition) must be modeled
by CAERO7 as a good lift generator.
Spanwise divisions must be parallel to x-axis
+ =
CAERO7 Wing Macroelement for Modeling Wing-Like Vortex Lines Shed from CAERO7 Chordwise Strips
Components

CAERO7 – Modeling Guidelines (cont.)
1. If a wing and tail are located in the same plane (coplanar), all spanwise divisions of the tail must be aligned
with those of the wing.
2. Violation of this requirement results in the vortex lines shed from the wing cutting through the aerodynamic
boxes of the tail.
3. Since, at the vortex line, the aerodynamic influence is singular, this yields an unrealistically large downwash
effect on the tail.
4. This modeling restriction is still required for the case where the wing and the tail are not located in the same
plane and the distance (d) along the normal direction is small (i.e., 0 ≤ d ≤ w). This restriction can be relaxed
only if the distance is larger than the width of the strip (w).
Alignment of spanwise divisions between co-planar CAERO7 macroelements are mandatory.
Strip
w z
Width
w
d
y
Wing Wake Region
Note: Distance (d) in the normal
direction = 0 for co-planar case
Front View
Top View

CAERO7 – Modeling Guidelines (cont.)
1. For a realistic configuration, the right and the left wings are connected by a body located along the x-axis.
2. If the user decides not to include the body in the model, a gap forms between the right and the left wings.
3. Due to the absence of an adjacent strip, a “strong vortex line” is generated at the inboard edge of the wing in this case.
This “strong vortex line” at the inboard edge is not physical and leads to an incorrect aerodynamic force distribution.
4. To avoid this problem, an additional CAERO7 macroelement is required to bridge this gap.
5. Since the strength of the inboard vortex line is now partially cancelled out by the vortex line generated by the
additional CAERO7, the “strong vortex line” (shown in Figure (a)) becomes a “weak vortex line” (shown in Figure (b)).
Therefore, the additional CAERO7 used to fill the gap can minimize the effects of the non-physical inboard vortex line
and establishes a correct model of the right as well as the left wing configuration.
A gap between the right wing and left wing should be avoided
y y
Additional
CAERO7
GAP
x x
(a) Incorrect Modeling (b) Correct Modeling

BODY7 – Modeling Guidelines
• The source singularity distributed on the body boxes not
only creates artificial external flow but also artificial internal artificial external flow source
flow. singularity
‒ The source singularity is solved such that the on body box
combination of the on-coming flow and the artificial
external flow satisfies the no-penetration boundary
condition. artificial internal flow
‒ The artificial internal flow, in some cases, may
contaminate the external flow solution if no special
treatment in the body box modeling is applied.
• Approximation of the closed-end body by a truncated-end body is encouraged.

‒ The artificial internal flow trapped in a closed-end body may give negative lift at positive angle of attack.
‒ The open-end body by truncating the rear portion of the body allows the artificial internal flow to “leak out”
from the body.
‒ The open-end body also can simulate the real flow condition where separated flow usually occurs at the rear
portion of the body.
approximated by
separated flow
• Modeling a wing-like component by a BODY7 is prohibited.

‒ Source singularity cannot satisfy the Kutta condition along the wing trailing edge.
‒ Without satisfying the Kutta condition, correct lift can not be generated.

BODY7 – Modeling Guidelines (cont.)
• In supersonic Mach numbers, the artificial internal flow
may create “spurious” Mach wave that tend to accumulate
as they propagate downstream inside the body.
‒ These Mach waves are originated from the large
difference in slopes between upstream and
downstream boxes, for instance the canopy sill line.
‒ Because of these accumulated Mach waves, the
solution may deteriorate to the extent that the
pressures at the rear end body exceed vacuum
pressure. In this case, the program points out a Propagation of Spurious Wave generated by the
warning message such as: Real Geometry Corner
**** WARNING **** THE STEADY PRESSURE ON BODY BOX ID XXX EXCEEDS VACUUM PRESSURE
• To minimize the spurious Mach waves, it is recommended to simplify an arbitrary body by a body-of-revolution or
elliptical body.
‒ By ensuring the width and height of the elliptical cross-sections to be equivalent to those of the arbitrary
fuselage, resulting difference in areas between the cross-sections of theses two models can be small.
‒ In other words, the aerodynamic disturbance caused by the arbitrary fuselage body can be approximated by the
elliptical fuselage.
Z Z
IDZi
ZRi
IDYi Y Y
YRi
(a) Arbitrary Fuselage (b) Elliptical Body

Simplification of an Arbitrary Body by an Elliptical Body
CAERO7 / BODY7 – Modeling Guidelines
1. Since no vortex lines can be generated by the source singularity on body boxes, the “strong vortex line”
generated by the wing (CAERO7) at the wing-body juncture line cannot be cancelled by the body (BODY7).
2. The ATTCHR/ATTCHT option of the CAERO7 automatically generates Vortex-Carry-Through (VCT) wing boxes
that cancel the strong vortex line at the inboard edge of the CAERO7 macroelement.
3. This option should be used for all wing-body junctions such as:
• wing and fuselages, pylons and stores, store fins and stores, vertical tails and fuselage, horizontal tails
and fuselage, ventral fins and fuselage… etc.
4. For the single vertical tail configuration, the VCT technique should still be applied. Since there is only one
wing-like component, the “strong vortex line” along the body centerline generated by the VCT wing box still
exists. However, because the vortex line is away from the body surface and the vertical tail, its adverse
effects are minimal.
Use Vortex-Carry-Through (VCT) option when modeling wing-body combinations
Vortex-Carry-Through Panels
+ =
Vortex-Carry-Through Technique for a
Non-constant Same Singularity Single Vertical Tail Configuration
Cross Section Strength
Vortex-Carry-Through Technique for a

Wing-Body Junction

CAERO7 / BODY7 – Modeling Guidelines (cont.)
1 2 3 4 5 6 7 8 9 10
CAERO7 WID LABEL ACOORD NSPAN NCHORD LSPAN ZTAIC PAFOIL7 CONT
CONT XRL YRL ZRL RCH LRCHD ATTCHR ACORDR CONT
CONT XTL YTL ZTL TCH LTCHD ATTCHT ACORDT
With ATTCHR and ACORDR x-axis of

$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..| ACOORD
ACOORD 61 2026.561 0.000 265.077
$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CAERO7 601001HTAIL-R1 0 6 13 0 0 0+CA71
VCT panels are extended
+CA71 2026.561 79.404 265.077 335.739 61 1001 61 +CA72
+CA72 2101.505 159.264 276.026 282.148 62 0 0
from the root of the CAERO7
to the x-axis of the
coordinates specified in
• Without specifying ACORDR, the x-axis of the ACOORD bulk data card ACOORD bulk data card.
referred to by the BODY7 bulk data card is used for the VCT panels
attachment.
‒ For tapered-up at the rear end of the fuselage, the VCT panels from
the horizontal tail may be located outside of the fuselage.
‒ This leads to wrong results.
With ATTCHR but without ACORDR
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
CAERO7 601001HTAIL-R1 0 6 13 0 0 0+CA71
+CA71 2026.561 79.404 265.077 335.739 61 1001 0 +CA72
+CA72 2101.505 159.264 276.026 282.148 62 0 0
VCT panels are extended to the body center that is defined by the x-axis of
the ACOORD bulk data card referred to by the BODY7 bulk data card.

Modeling of Wing-Like Component with Control Surface
1. Because it is desired to align one of the chordwise divisions with the hinge line and the spanwise divisions with
the inboard/outboard edge of a control surface, modeling a wing-like component with control surface requires
special attention.
• Breaking a wing-like component into multiple CAERO7’s is allowed for ZONA6, ZSAP and ZONA7 methods
since they do not need the airfoil thickness definition (PAFOIL7).
• For the ZTRAN and ZONA7U, this is not allowed. Because breaking the wing-like component chordwisely
destroys the airfoil shape.
2. In fact, modeling a wing-like component by a single CAERO7 and properly defining the chordwise and spanwise
divisions using AEFACT bulk data card for the alignment with control surface boundary is highly recommended.
NO
aileron
(a) Wing with Aileron (b) Usual Practice to Model a Wing by
Multiple CAERO7 Macroelements
YES
spanwise
division
chordwise chordwise
division at root division at tip
(c) Proper Wing Modeling by a
Single CAERO7 Macroelement
Proper Modeling of a Wing with a Control Surface

Modeling of a Wing with “Non-Straight” Leading or Trailing Edges
1. Breaking a wing-like component in the spanwise direction by multiple CAERO7 macroelements

is allowed and is the only way to model a “non-straight” leading or trailing edge.
2. For a strake-wing configuration shown below, it must be broken along the juncture between
the strake and the wing by two CAERO7 macroelements.
• Separating a wing-like component in the spanwise direction does not destroy the airfoil
shape.
• Within each CAERO7, modeling the trailing edge flap can be achieved by properly defining
the chordwise and spanwise divisions for the alignment of the boundary of the trailing
edge flap.
two CAERO7
macroelements
(a) Strake-Wing Components (b) Modeling with Two CAERO7 Macroelements
Modeling of a Wing with “Non-Straight” Leading or Trailing Edge”

BODY7 / SEGMESH – Modeling Guidelines
Modeling a wing-like component by a BODY7 is prohibited

The Kutta condition is required along the wing trailing edge in order to generate a force distribution on the
wing. The source singularity of the BODY7 cannot satisfy this condition and would therefore lead to incorrect
aerodynamic predictions.
• Pylon, launcher, strake…etc. must be modeled by CAERO7.
This is a good example

of simplification of a
The very closed body
body modeling at the
modeling can create a
end of body.
numerical problem,
especially at the end of
body.

BODY7 / PBODY7 – Modeling Guidelines
Super-inclined boxes and engine inlet boxes

1. When the supersonic freestream becomes higher and/or the body is relatively thick, a part of the body
would be exposed outside of Mach cone at which point most supersonic methods would cease to be
applicable
2. super-inclined boxes
• It can be defined that the boxes whose local angles of incidence are greater than the freestream Mach
cone angle. Most possible places are an engine inlet surface or on the nose of a thick body.
• These super-inclined boxes lead to numerical singularities.
• Special treatment for the AIC computation in ZONA7 is used to circumvent this numerical singularity.
• PBODY7 bulk data card (referenced by the BODY7 bulk data card) is used to specify super-inclined or
inlet boxes.
M>1
Thick Body
M>1
Engine Inlet

BODY7 / PBODY7 – Modeling Guidelines (cont.)
Engine inlet/exit flow-through condition

1. For body boxes on the inlet face, the boundary condition must be modified for the “flow-through” condition.
2. PBODY7 bulk data card (referenced by the BODY7 bulk data card) is used to specify engine inlet boxes and
percentage of air flow-through (via the FLOWRTi entry).
3. For the inlet operating critically, no blockage occurs and the inlets are “flowing full” and FLOWRTi=100.0 %.
4. For super-inclined boxes (also defined by PBODY7 bulk data card), no flow penetrates the box and
FLOWRTi=0.0%.
5. For boxes on the engine nozzle with the “flowing full” condition is also FLOWRTi=100%.
Inlet Boxes
“flow-through” condition is applied
using PBODY7 bulk data card

BODY7 / PBODY7 – Modeling Guidelines (cont.)
Engine inlet/exit flow-through condition

1. It is recommended to let the engine nozzle be open ended, i.e. do not place boxes on the nozzle.
2. It is not good practice to close the end of the body.
The open end for the

engine nozzle
flow-out boundary condition • Artificial panels must be created for the inlet panels.
FLOWRTi=100% • It is not allowed for the panels to face perpendicular to the flow.
• Flow-in condition FLOWRTi=100% is applied.

Attaching Leading Edge of CAERO7 to BODY7 is Prohibited
• The following figure shows that the CAERO7 has a highly swept leading edge that is attached
to the BODY7 to fill up the gap between wing and body.
– This is incorrect model because the vortex strength along the leading edge of CAERO7 is
singular.
– The singular vortex strength gives over-estimated aerodynamic influence to the BODY7.
CAERO7
BODY7
Incorrect Aerodynamic Modeling
• The correct modeling is to divide the wing into many small rectangular CAERO7
microelements.
– The root of each CAERO7 is attached to the BODY7 with VCT panels to fill up the gap.
Correct Aerodynamic Modeling


Section 6
Spline

Spline Methods
• Five spline methods can be used to generate the spline matrix [GKG].
1. Inifinite Plate Spline (IPS) SPLINE1 FEM Model
2. Thin Plate Spline (TPS) SPLINE3

3. Beam Spline SPLINE2 Aerodynamic
Model
4. Rigid Body Attachment ATTACH
5. Zero Displacement SPLINE0
• The spline matrix transfers the displacement computed at the structural G-set
degree-of-freedom (DOF) to the aerodynamic K-set DOF by,
{hK} = [GKG] {x}
• Based on the principle of virtual work, the transposed spline matrix can transfer the
forces computed at the aerodynamic K-set DOF to the structural G-set DOF.
T
{Faa} = [GKG] {Fak}
• General Guideline: All aerodynamic grids should be within the domain of the
structural grids to avoid extrapolation.

Bulk Data Used to Define the Spline
 Data Interrelationship for Spline Input
SPLINE1 SPLINE2 SPLINE3 ATTACH SPLINE0

Infinite Plate Spline Beam Spline 3-D Spline Rigid-Body Attachment Zero-Displacement Condition
SETK
SPLINEM
SETG SETK Saves or Retrieves
the Spline Matrix
SET1 SET2 PANLST1 PANLST2 PANLST3 PLTMODE
Plot Interpolated Mode SPLINEF
List of Structural Grid Points List of Aerodynamic Boxes on Aerodynamic Model Spline Matrix for
Force Mapping
SPLNDOF
Changes of Spline
d.o.f .of Structural
Model

Infinite Plate Spline (IPS) – SPLINE1
• The IPS method is derived from an analytical solution of an infinite plate that,
- first fits the deformation at a set of structural grids projected on a plane into a deformed infinite
plate.
Structure Grids
- then, the deformation at any point of the aerodynamic grids on the plate can be calculated from
the deformed infinite plate solution.
Aerodynamic Grids
• The IPS method requires at least three non-collinear structure grid points to define a plate, called
the spline plane.
• All aerodynamic grids should be within the domain of the structure grids to avoid extrapolation.
• The IPS method is the best spline method when splining between plate-like structure components
and wing-like aerodynamic components (CAERO7).
• If two structure grid points share the same location on the projected spline plane, the spline matrix
will be singular.

Infinite Plate Spline (IPS) – SPLINE1 (cont.)
Description: Defines an infinite plate spline method for displacements and loads transferal between CAERO7
macroelement and structural grid points.
Format and Example:
1 2 3 4 5 6 7 8 9 10
SPLINE1 EID MODEL CP SETK SETG DZ EPS
SPLINE1 100 20 30 0.0
EID
1. Unique element identification number. (Integer > 0)
2. EID is only used for error output.
CP
1. Identification number of a CORD2R bulk data card that is defined in the structural basic coordinate system.
The X-Y plane of this CORD2R bulk data card defines the spline plane. All structural grid points listed by the
entry SETG are projected onto this spline plane for performing the infinite spline method. (Integer  0 or
Blank) (See Remark 2)
2. If no CP is specified, the plane defined by the macroelement specified in the PANLSTi bulk data card is used
for the spline plane.
SETK
1. The identification number of a PANLST1, PANLST2 or PANLST3 bulk data card that lists the aerodynamic box
identification numbers. (Integer > 0)
SETG
1. The identification number of a SETi bulk data card that lists the structural grid points to which the spline is
attached. (Integer > 0)

Infinite Plate Spline (IPS) – SPLINE1 (cont.)
DZ
1. Linear attachment flexibility. (Real ≥ 0.0)
2. The attachment flexibility (units of area) is used for smoothing the interpolation.
3. If DZ = 0.0, the spline will pass through all deflected grid points.
4. If DZ is much greater than the spline area, a least square plane fit will be applied.
EPS
1. Multiplication factor to obtain a small tolerance to detect any duplicated location of structural grid points.
(Real ≥ 0.0, Default = 0.01)
2. The tolerance is computed by EPS×REFC, where REFC is the reference chord defined in the AEROZ bulk data
card.
3. If any two or more structural point locations projected on the spline plane are nearly the same, the spline
matrix is singular. EPS is used to detect this condition.
Structural Grid Points Interpolated Mode Shapes

on the spline plane on the aerodynamic model
SPLINE1
The PLTMODE bulk data card to displace the interpolated mode

shapes on aerodynamic model.

Thin Plate Spline (TPS) – SPLINE3
• The TPS method generalizes the IPS method by incorporating some 3D aspects into the
analytical solution of the IPS method.
• The TPS method maps the deformation at a set of scattered structure grids in a 3D
domain to a set of aerodynamic grids.
• The TPS method is the best spline method when splining a set of structure grids located
on the fuselage surface and the corresponding aerodynamic body component (BODY7).
• The TPS requires at least four non-coplanar structural grids, i.e., if all structural grid
points are coplanar, the spline matrix will become singular.
• Similar to the IPS, if two structural grids are coincident, the spline matrix will become
singular.
TPS used to spline fuselage

structure grids to aero body boxes

Thin Plate Spline (TPS) – SPLINE3 (cont.)
Description: Defines a 3-D spline for the BODY7 and CAERO7 macroelement.
Format and Example:
1 2 3 4 5 6 7 8 9 10
SPLINE3 EID MODEL CP SETK SETG DZ EPS
SPLINE3 100 1 10 0.0
1. All structural grid points are located in 3-D space. Therefore, the TPS method can be considered as a 3D
spline method.
EID
SETK, SETG
1. Same as defined in SPLINE1 bulk data section.
EPS
1. Multiplication factor to obtain a small tolerance to detect any duplicated location of structural grid points.
(Real ≥ 0.0, Default = 0.01)
2. The tolerance is computed by EPS×REFC, where REFC is the reference chord defined in the AEROZ bulk data
card.
3. Two restrictions are associated with the 3D spline method:
(a) Similar to SPLINE1, no two or more structural points can be at the same location.
(b) All of the structural points cannot be located in the same plane.

Beam Spline – SPLINE2
• Quite often, wing and body FEA models are approximated by a structural beam element model. The
beam spline method is created to treat this kind of spline problem.
• All structural grids are first projected onto a line, called the spline line, along which an infinite beam
is located.
• Then, an analytical solution of a deformed infinite beam is derived to satisfy the given deformation
at these structural grids.
• By connecting the aerodynamic grids to the deformed beam with rigid bars, the deformation at the
aerodynamic grids are obtained.
• Because both translational and rotational DOF’s at the structure grids are required by the analytical
solution, any constraint imposed on these DOF’s will lead to incorrect spline results.
• If two structure grids are coincident on the projected line, the spline matrix will be singular.

Beam Spline – SPLINE2 (cont.)
Description: Defines a beam spline method for the BODY7 or CAERO7 macroelement.
Format and Example:
1 2 3 4 5 6 7 8 9 10
SPLINE2 EID MODEL SETK SETG DZ EPS CID CURV
SPLINE2 100 10 20 0.0 0.02 0.0
1. Unlike SPLINE1 and SPLINE3, the beam spline method requires both the transitional d.o.f. and the rotational
d.o.f. for both accurate displacement and slope spline at the aerodynamic boxes.
2. Warning: Since it does not ensure the conservation of forces, SPLINE2 is not recommended for loads
recovery at the structural grids using the PLTTRIM or PLTTIME bulk data cards.
EID
SETK, SETG, DZ, EPS
1. Same as defined in SPLINE1 bulk data section.
CID
1. Rectangular coordinate system (CORD2R bulk data card) whose y-axis defines the spline axis, i.e., the line of
the beam. (Integer ≥ 0 or blank; not used for BODY7)
2. The structure grid point locations are those in the structural finite element model before the ACSID and the
FLIP entries of the AEROZ bulk data card are applied.
CURV
1. Curvature effects of the torsion stiffness. (Real ≥ 0.0, Default = 1.0)
2. Since MSC.Nastran does not include the curvature effect of the torsion stiffness of the beam, specifying CURV
= 0.0 gives the agreement with the SPLINE2 of MSC.Nastran.

Rigid Body Attachment – ATTACH
• The Rigid Body Attachment (RBA) connects a set of aerodynamic grids to a single
structural grid point by rigid bars. All displacements at these aerodynamic grids follow
the 6 DOF motion of this single structure grid based on a rigid body motion.
• For example, an under-wing store can be modeled as a point mass in the structural
model while its aerodynamic surface model is represented by a detailed panel model. In
this case, the RBA method will translate the motion at the structure grid DOF to the
aerodynamic panel model.

Rigid Body Attachment – ATTACH (cont.)
Description: Defines aerodynamic box(es) to be attached to a reference structural grid for splining.
Format and Example:
1 2 3 4 5 6 7 8 9 10
ATTACH EID MODEL SETK REFGRID
ATTACH 1 WING 10 3
1. For an aerodynamic component not represented in the structural model, ATTACH is used to translate the
displacements and loads between a structural grid point and the aerodynamic component.
2. A typical example is an underwing store that is modeled structurally by a concentrated mass at a single
structural grid point.
EID
1. Element identification number. (Integer > 0)
2. EID is used only for error messages.
SETK
1. Identification number of PANLST1, PANLST2 or PANLST3 bulk data card used to identify the aerodynamic box
ID's. (Integer > 0)
REFGRID
1. Reference structural grid point identification number. (Integer > 0)
2. The translational and rotational degrees of freedom at the reference grid point define a rigid body type of
motion of the aerodynamic component.

Changes Spline d.o.f. of Structural Model - SPLNDOF
Description: Relates a dependent degree of freedom (d.o.f.) in the structural model to the other two independent degrees of freedom for
spline.
Format and Example:
1 2 3 4 5 6 7 8 9 10
SPLNDOF DEPGRD DEPDOF INDGRD1 INDDOF1 A1 INDGRD2 INDDOF2 A2
SPLNDOF 1 5 1 3 0.1 2 3 -0.1
Field Contents
DEPGRD Identification number of dependent structural grid point. (Integer > 0) (See Remark 1)
DEPDOF The displacement component of the structural grid point DEPGRD at which the modal displacements are related to that
of the other two independent degrees of freedom. (1 ≤ Integer ≤ 6) (See Remark 2)
INDGRD1 Identification number of the first independent structural grid point. (Integer > 0)
INDDOF1 The displacement component of the structural grid points INDGRD1. (1 ≤ Integer ≤ 6)
A1 A multiplication factor applied to the modal displacement at the d.o.f. of INDDOF1. (Real)
INDGRD2 Identification number of the second independent structural grid point. (Integer > 0)
INDDOF2 The displacement component of the structural grid points INDGRD2. (1 ≤ Integer ≤ 6)
A2 A multiplication factor applied to the modal displacement at the d.o.f. of INDDOF2. (Real) (See Remark 3)
Remarks:
1. The SPLINDOF bulk data card is not referred to by other bulk data cards. Its existence “triggers” the program to change the spline matrix so that the structural
d.o.f. involved in the spline matrix is related to the other two structural degrees of freedom. Note that multiple SPLNDOF bulk data cards can be specified.
2. DEPDOF, INPDOF1 and INPDOF2 are defined in the output displacement local coordinates.
3. An example to show the application of the SPLNDOF bulk data card is described as follows: (T 3 of grid point 1) − (T 3 of grid point 2)
( R 2 of grid point 1) =
The figure to the right shows a beam element located along the x-axis and connected by two grid points 10.0
with identification numbers being 1, and 2. The distance between these two grid points in 10.0. Z T3 T3
Supposedly, the displacement at the R2 degree of freedom (the rotation about the y-axis) of the grid
point 1 is constrained in the structural analysis so that the modal displacement at R2 is zero. In this case
R2
the beam spline method (the SPLINE2 bulk data card) will give incorrect splined mode shapes on the Y
X
aerodynamic model because the beam spline method requires both translation d.o.f. (T3) and the GRID 1 GRID 2
rotation d.o.f. (R2). To circumvent this problem, the user can specify a SPLNDOF bulk data card to relate 10.0
the modal displacement at R2 of the grid point, 1 to the modal displacement at T3 of the grid point 1
and 2. The corresponding SPLNDOF bulk data card is:
SPLNDOF 1 5 1 3 0.1 2 3 -0.1

Spline Matrix for Force Mapping – SPLINEF
Description: Generates the force spline matrix to map the aerodynamic forces at the aerodynamic grids to the
structural grids by altering the SPLINE1, SPLINE2 or SPLINE3 bulk data card.
Format and Example:
1 2 3 4 5 6 7 8 9 10
SPLINEF EID IDSPLINE SET1
SPLINEF 100 200 300
EID
1. Element identification number. (Integer > 0)
2. The SPLINEF bulk data card is optional. Its existence “triggers” the program to generate a different force
spline matrix from the displacement spline matrix. There are two spline matrices generated by the spline
module:
{h} = [UGTKG ] { x}
T
{Fs } = [UGFRC ]{Fa }

where {x} is the G-set displacement at the structural grid points
{h} is the k-set displacement at the aerodynamic boxes
{Fa} is the aerodynamics forces at the aerodynamic boxes
{Fs} is the G-set forces at the structural grid points
[UGTKG] is the displacement spline matrix
and [UGFRC] is the force spline matrix
If there is no SPLINEF bulk data card specified, then [UGFRC] = [UGTKG]

Spline Matrix for Force Mapping – SPLINEF (cont.)
IDSPLINE
1. Identification number of a SPLINE1, SPLINE2 or SPLINE3 bulk data card, whose entry SETG is replaced by the
SET1 entry of the SPLINEF bulk data card. (Integer > 0)
2. The spline module first generates the [UGTKG] matrix by processing all ATTACH, SPLINE0, SPLINE1, SPLINE2,
and SPLINE3 bulk data cards. Then the spline module processes the SPLINEF bulk data cards to alter the
SPLINE1, SPLINE2 or SPLINE3 bulk data cards by a new set of structural grid points involved in the force
spline. The new set of spline bulk data cards along with all of the rest of the unaltered spline bulk data cards
(not referred to by the SPLINEF bulk data card) are used to generate the [UGFRC] matrix.
SET1
1. Identification number of a SET1 or SETADD bulk data card to list a set of identification numbers of structural
grid points that are used to generate the force spline matrix. (Integer >0)
2. To ensure a continuous displacement and slopes at the aerodynamic grid points by the displacement spline
matrix, the generation of [UGTKG] matrix may need more structural grid points. However, to achieve a good
force spline, it is recommended to select less structural grid points involved in the [UGFRC] matrix. This is
because one aerodynamic box produces only one aerodynamic force. If there are more than one structural
grid points located on one aerodynamic box, the [UGFRC] matrix needs to split one aerodynamic force at
more than on structural grid points. This may result in an irregular distribution of the force distribution at the
structural grid points. Note that based on the principle of virtual work, the conservation of the total force is
ensured by the [UGFRC] matrix, but it may result a in a poor distribution of forces if the structural grid
points involved in the force spline are not carefully selected.

Display the Mode Shape– PLTMODE
Description: Defines name of a data file in which the data for plotting the interpolated structural mode on the
aerodynamic model are stored.
Format and Example:
1 2 3 4 5 6 7 8 9 10
PLTMODE SETID SYM MODE TYPE MAXDISP FORM FILENM CONT
CONT AERONM
PLTMODE 100 SYM 10 0.2 PATRAN PLOTMODE.DAT

AEROMODE.PAT
SETID
2. SETID is not referred to by other bulk data cards. The existence of each PLTMODE in the bulk data input
“triggers” the generation of a data file for the purpose of plotting the interpolated structural mode on the
aerodynamic model.
SYM
1. Symmetry condition of the structural modes corresponding to the BOUNDARY entry in the ′ASSIGN FEM =′
executive control statement. (Character)
SYM = “SYM” for symmetric condition
SYM = “ANTI” for anti-symmetric condition
SYM = “ASYM” for asymmetric condition
MODE
1. Index of the structural modes. (Integer > 0)
2. PLTMODE generates a data file that contains one interpolated structural mode with index = MODE.
3. The interpolation of structural modes from the structural grid points to the aerodynamic model is performed
by the SPLINE module.

Display the Mode Shape– PLTMODE (cont.)
MAXDISP
1. A fraction of the reference chord defined by the REFC entry in the AEROZ bulk data card to define the
maximum displacement of the mode. (Real > 0.0, default = 1.0)
2. Since the structural mode is the eigenvector obtained by the structural analysis, the magnitude of the mode
may not be of the same order as the size of the aerodynamic model. To circumvent this problem, it is
recommended to define the maximum displacement of the mode by MAXDISP × REFC.
FORM
2. PLTMODE bulk data card supports following formats: TECPLOT, PATRAN, IDEAS, FEMAP, ANSYS, NASTRAN, and
NASTL.
FILENM
1. The name of the data file in which the data for plotting the interpolated structural mode is stored. (Character)
integer is the identification number of an EXTFILE bulk data card where the filename is specified. This feature
allows for filenames up to 72 characters to be input.
AERONM
1. The name of a data file in which the aerodynamic model is stored in a PATRAN neutral file. (Character, default
= “AEROGEOM.PAT”)
2. ONLY USED IF FORM = “PATRAN”.

Display the Mode Shape– PLTMODE (cont.)

Spline Modeling Guidelines
 Most errors in aeroelastic analysis are attributable to incorrect spline input.

 Performed on a component-by-component basis.
 Selection of spline method depends on type of components in the ZAERO model and
type of elements in the FEA model.
 It is highly recommended to select structural grids that are supported by strong sub-
structures (spar/rib/bulkhead) for spline.
 Because the boundary condition of the infinite plate and beam is displacement=0 at
infinity, extrapolation can lead to large error. Therefore, aerodynamic boxes should be
within the domain of the structural grids.
Examples of spline methods to use depending on FEA element types
ZAERO FEA Element/Grid SPLINE
Macroelement Types Method
CAERO7 plate type SPLINE1
BODY7 or CAERO7 beam type SPLINE2
BODY7 or CAERO7 3D distributed SPLINE3
spatial grids
BODY7 or CAERO7 Single grid point ATTACH

Coincident FEA Grid Points
 FEA grid points selected via SET1 and SET2 bulk data cards.
 If 2 or more selected grid points lie within a small tolerance of one
another, the resultant spline matrix will be ill-conditioned or singular.
 Tolerance is set by the EPS parameter of the SPLINEx bulk data cards.
 This condition is reported as an error during ZAERO execution but certain
scenarios exists where it is not detected.
Example Shown Above

- Upper and lower FEA grids are well separated.
- Using the IPS method will project the grid points onto the CAERO7 spline plane
whereby projected grids become coincident.
Solution: Select from only upper or lower surface grids, but not both.

Spline for Discontinuous Structure
 An example is a control surface where a discontinuity occurs between the side edges of the
main wing and the control surface as well as discontinuous slopes that occur along the hinge
line.
 It is important to accurately transfer these discontinuous displacements and slopes from the
FEA grid points to the aerodynamic model.
Example Shown Above

- Wing and aileron modeled by a single CAERO7 made up of 12 aero boxes with boxes 9 and 12
established to accurately encompass the aileron.
- FEA model consists of 4 plate-type elements generated by connecting 10 grid points.
- Discontinuous displacement occurs due to discontinuous structure between grids 6 and 7.
Solution: Apply the IPS method on wing and aileron separately (2 SPLINE1 bulk data cards).
SPLINE1 for main wing includes boxes 1-6, 7, 8, 10, and 11 and FEA grids 1-6, 8 and 9.
SPLINE1 for aileron includes boxes 9 and 12 and FEA grids 5, 7, 9, and 10.

Ensuring Continuous Structure Across Two
Adjacent CAERO7 Macroelements
 Modeling a non-trapezoidal wing component requires more than one CAERO7.
 To ensure a continuous aerodynamic model displacement over a continuous
structure requires appropriate selection of FEA grids.
Aerodynamic Model Structural FEA Model
Example Shown Above

- Cranked wing planform modeled by 2 CAERO7’s.
- Plate-type FEA model includes of 12 grid points.
- 2 SPLINE1 bulk data cards required to spline the 2 CAERO7’s to the structure.
- Discontinuous slopes across the two CAERO7’s results if the inboard CAERO7 only refers to its
associated inboard FEA grids (1-8) and the outboard CAERO7 only refers to its associated outboard
FEA grids (5-12).
- Such discontinuous slopes will lead to incorrect aeroelastic results!
Solution: Apply the IPS method on both CAERO7’s and ensure that they each refer to all FEA grids
(1-12).

Accurate Rotational Structural d.o.f. for
Beam Spline Method
 Unlike IPS and TPS methods that only adopt translational displacements at FEA grid
points, the beam spline method (SPLINE2) requires both translational and rotational
displacements.
 Often in structural FEA, the translational displacements are included as the analysis set
(A-set) degrees-of-freedom (DOF) while rotational DOF’s may be left out.
 Exclusion of these rotational displacements for the A-set DOF in the beam spline method
will lead to inaccurate spline results on the aerodynamic model.
 In the case of using GVT measured modes that normally involves only the translational
d.o.f., applying the beam spline method to the missile/store body may lead to inaccurate
spline results.
‒ Usually, measuring rotational d.o.f. by GVT is very costly.
‒ The solution is: using the SPLNDOF bulk data card to create the rotational d.o.f.
from the translational d.o.f.’s.

Inaccurate Spline Results Due To Extrapolation
 Structure FEA models can end up smaller than the aerodynamic model such as when
modeling a wing torque box to represent the wing (i.e., since it’s the major load carrying
component).
 A FEA wing that does not fully extend to the leading and trailing edges of the wing may
result in inaccurate spline results due to extrapolation.
 Another example of this is a beam-type element model of a fuselage. Since the nose
section of the fuselage is often considered a non-structural part, the beam model may end
up shorter than the actual fuselage length.
 Extrapolation is performed in the splining of aerodynamic boxes that are located outside of
the domain of the structural FEA selected grid points. Distortions may occur for
extrapolated regions and should therefore be avoided.
Newly Added
FEA grids
CAERO7
Newly Added FEA
FEA modeled rigid bar elements
wing torque box (e.g., RBAR)
Solution: It is recommended that you add extra grid points at the leading/trailing edges of
the wing or at the nose of the fuselage and connect these new grids via rigid
elements to their adjacent grid points.

Selection of Structural Grid Points for Force Transferal
• The transposed spline matrix can transfer the forces at aerodynamic grid points
to the structural grid points,
– Based on the principal of virtual work, the conservation of total force is guaranteed.
– But it does not guarantee the conservation of moment.
• To ensure accurate force spline, it is recommended that the structural grid points
selected for spline be coarser than the aerodynamic grid points.
– If more than one structural grid points are located within one aerodynamic box, the
following problem may occur.
F1
Force at Aerodynamic Grid, Fa
Aerodynamic Box
x x
Force Transferal
x x F1+F2=Fa
Structural Grid Points F2
– Selection of structural grids at structural hard points (points supported by
spar/rib/bulkhead) is recommended.
• The SPLINEF bulk data card allows the selection of structural grid points to be
different between force spline and displacement spline.

Section 7
Section 7.1 Flutter Solution Methods

FLUTTER Solution Techniques
• The desired flutter equation is the p-method equation that reads,
 2
s M + K - q Q  sL   ξ =
0
 hh hh ∞ hh   Hump mode may lead to LCO
  V  
Introducing a non-dimensional Laplace parameter p: Explosive flutter may lead to
catastrophic structural failure
sL γ is the decay rate
p
= = (γ k + ik ) γ
V
 V  2 
Gives the p-method equation   M hh p 2 + K hh − q∞Qhh ( p)  ξ = 0
 L  
– Because of the inclusion of γ, the p-method can provide accurate γ V
in the pre-flutter conditions (γ < 0) and the post-flutter conditions (γ
< 0).
– Accurate γ in the pre-flutter condition can be used to correlate with Pre-flutter Post-flutter
the measured damping during the flight flutter test.
– Accurate γ in the post-flutter condition provides the information
regarding to the severity of the flutter.
•Because of the harmonic motion assumption in the ZAERO unsteady aerodynamic

methods, only Qhh ( ik ) is available.
– The flutter solution is valid only at the stability boundary where γ = 0.
– For reliable damping prediction in the complete velocity range of interest, approximation technique for
flutter solution is required.
•Three flutter solution techniques are usually adopted by the industry.
– k-method , p-k method, and g-method.

The k-Method
• The flutter equation is expressed in the complete frequency domain:

 −ω 2 M hh + (1 + ig s ) K hh - q∞Qhh (ik )  ξ = 0
where ig sis the added artificial complex structural damping.
• Since the dynamic pressure q∞ can be written as:
2
1 1  ωL 
q∞ =
= ρV 2 ρ 
2 2  k 
where ρ is the air density.
The K-method equation can be obtained by dividing the resultant equation by ω 2 ,
2
 ρL  (1 + ig s )
M
 hh +   hh Q (ik ) − λ K hh  ξ =
0 where: λ =
 2k   ω2
• For a given k , λ can be solved by the eigenvalue analysis. The flutter frequency ω f and
the airspeed V f , and artificial damping gs are given by:
1
ωf =
Re( λ )
g s = ω f 2 Im( λ )
ωf L
Vf
= = Im( λ )
k Re( λ )
The k-Method (cont.)
• For a given set of k’s, one can generate a velocity vs. damping (V-g) diagram and a velocity vs. frequency (V-f)
diagram.
0.6 150
Mode 1
0.4 Mode 2 125
Mode 3
0.2 100
Mode 4
0.0 75
-0.2 50
-0.4 25
-0.6 0
0 400 800 1200 1600 2000 0 400 800 1200 1600 2000
Velocity (ft/s) Velocity (ft/s)
AGARD 445.6 k-Method Flutter Results (ZONA6), M = 0.9, ρ = 0.000193 slug/ft3
• Since the k-method’s numerical procedure requires only a straightforward complex eigenvalue analysis of each
reduced frequency, its solution technique is efficient and robust. However, several drawbacks discussed below
make the k-method a less attractive method for flutter analysis.
– The solution is valid only at gs =0. Other non-zero damping values are artificial and may not have significant physical
meaning.
– The frequencies and velocities are computed at a given pair of Mach number and air density. This implies that the
flutter boundary computed by the k-method generally is not a “matched point” solution in that the flutter velocity,
. V f ≠ Ma∞
– The matched point solution can be achieved only by performing the flutter analysis at various air densities iteratively
until the condition of V f = Ma∞ is satisfied.
– Sometimes the frequency and damping values “loop” around themselves and yield multi-value frequency and
damping as a function of velocity. This gives difficulty in tracking the eigenvalue in the reduced frequency list.
– The term 1/k indicates that the k-method cannot generate flutter solution at k = 0. This is the reason why the k-
method excludes the rigid body modes from its flutter equation. The failure at k = 0 also implies that the k-method
cannot directly predict the divergence speed instability; an important aeroelastic instability problem.
The p-k Method
• The p-k method equation is similar to the p-method equation except Qhh ( P ) is replaced by Qhh ( ik ).
 V  2 1 
  M hh p + K hh − ρV Qhh (ik )  ξ =
2 2
0
 L  2 
• Rodden modified the p-k method by adding an aerodynamic damping matrix:
 V  2 1 I
2 Qhh 1 
  hh M p 2
+ K hh − ρV p − ρV Qhh  ξ =
2 R
0
  L  2 k 2 
where: QhhR and QhhI are the real part and the imaginary part of Qhh ( ik ) , i.e.:
Qhh (ik
= ) QhhR + iQhhI
• For a given pair of V and ρ, the p-k solution is obtained by an iterative procedure that matches a
given k with the imaginary part of the eigenvalue p =g + ik.
• Note that the added aerodynamic damping matrix is:

1 I
2 Qhh
− ρV g
2 k

The p-k Method (cont.)
• The p-k method yields “well-behaved” V-g and V-f 0.6
Mode 1
100.0
diagrams without “loop” problem. 0.4 Mode 2 80.0
• The p-k method produces results directly for given

Mode 3
0.2
Mode 4 60.0
values of velocity and air density pairs. This allows 0.0
the p-k method to provide the matched point -0.2
40.0
solution if the given velocity and air density satisfy 20.0
.
-0.4
V f = Ma∞
-0.6 0.0
• Another significant advantage of the p-k method 600 700 800 900 1000 1100 1200 1300 600 700 800 900 1000 1100 1200 1300
Velocity (ft/s)
Velocity (ft/s)
over the k-method is the predictability of
AGARD 445.6 p-k Method Flutter Results
divergence speed where the frequency of an elastic (ZONA6), M = 0.9, ρ = 0.000193 slug/ft3
modes become zero.
– The V-g curve of the bending mode predicted by the k-method approaches the zero damping axis perpendicularly but
does not cross it.
– The corresponding V-g curve of p-k method has a discontinuity in the divergence mode before divergence occurs but it
crosses the zero damping axis at the divergence speed.
0.2 4 0.6 4
0.4 Mode 1
0
3 Mode 2 3
0.2
-0.2
2 0 2
-0.4
Mode 1 -0.2
1 1 Mode 1
-0.6 Mode 1
Mode 2 Mode 2
-0.4
Mode 2
-0.8 0 0
-0.6
0 400 800 1200 1600 2000 0 400 800 1200 1600 2000 200 600 1000 1400 1800 2200
200 600 1000 1400 1800 2200
Velocity (ft/s) Velocity (ft/s) Velocity (ft/s)
Velocity (ft/s)
(a) k-Method (b) p-k Method

Jet Transport Wing at M = 0.0 and Sea Level
The g-Method
• The basic premise of the g-method lies in the assumed existence of an analytic function of Qhh(p) = Qhh(g + ik) in the
domain of g ≥ 0 and g < 0. This premise is based on the fact that the Laplace transform of the time domain unsteady
aerodynamics for divergent (g > 0) and constant amplitude motions (g = 0) is analytic. Due to analytic continuation,
Qhh(p) is also analytic for decay motions (g < 0). Thus, Qhh(p) can be expanded along the imaginary axis (i.e., g = 0)
for small g by means of a damping perturbation method:
∂Q ( p )
Qhh ( p ) ≈ Qhh (ik ) + g hh for g << 1
∂Q( p ) ∂g g =0
• The term ∂g g =0 is not available from the k-domain unsteady aerodynamic methods. However, if Qhh(p) is analytic,
it must satisfy the Cauchy-Riemann equations such that:
∂ (Re Qhh ( p )) ∂ (Im Qhh ( p ))
= ∂Qhh ( p ) ∂Qhh ( p )
∂g ∂k =
∂g ∂ (ik )
∂ (Im Qhh ( p )) ∂ (Re Qhh ( p ))
= −
∂g ∂k
• Replacing Qhh(p) in the p-method equation by Qhh ( ik ) + gQhh
′ ( ik ) where Qhh
′ ( ik ) = dQ ( ik ) / d ( ik ) yields the g-method
equation:
 g 2 A + gB + C  {ξ } = 0
where:
2
V 
A =   M hh
L
2
Solve for eigenvalues g
V  1 V
′ (ik ) +   Bhh
B = 2ik   M hh − ρV 2Qhh [ D − gI ]{ X } =
0
L 2 L
2
V  1 V  n number modes leads
−k   M hh + K hh − ρV 2Qhh (ik ) + ik   Bhh
C= 2
 0 I 
L 2 L D =  −1
Bhh is the generalized damping matrix. − A C − A−1 B  to 2xn eigenvalues

The g-Method (cont.)
• The g-method equation is solved by a reduced-frequency-sweep technique.
– For a given pair of V and ρ, the eigenvalue g is solved from k = 0 to k = kmax.
– The flutter solution occurs when Im(g) = 0.
(a) Imaginary Damping (b) Real Damping

Search History of the Reduced Frequency-Sweep Technique at V = 500 ft/sec.
• For n structural modes, the p-k method and k-method normally provide only n roots of the flutter equation
whereas the g-method potentially gives an unlimited number of roots.
– For instance if the exact Theodorsen function is used, the number of aerodynamic lag roots that would
appear is infinite.
– The extra roots are called the aerodynamic lag roots.
– The importance of the aerodynamic lag root becomes apparent when divergence occurs.
• The g-method equation is rigorously derived using the Cauchy-Rieman equations whereas the added aerodynamic
damping matrix in the p-k method has no solid theoretical foundation. It can be shown that the p-k method
equation is valid only when:
– k = 0 or g = 0
– Qhh(ik) is the linear varying k, i.e. dQhh(ik)/d(ik) = constant

The g-Method (cont.)
• Three Degrees of Freedom Airfoil at M = 0.0 (MSC/NASTRAN HA145 Test Case)
• A non-zero frequency “dynamic divergence speed” is well
predicted by the g-method, the p-k method and the transient
method (a time-domain method).
• Both the g-method and the transient method capture two
aerodynamic lag roots which are absent in the p-k method
solution.
• The frequency vs. velocity (V-f) diagrams of the g-method and
the transient method are in good agreement. The frequency of
the free-free plunge mode computed by the p-k method
remains zero. This results in poor correlation in the V-f diagram
with the g-method and transient method.
0.5 5.0 T ransient Method
g-mode 1
0.3 4.0 g-mode 2
g-mode 3
Frequency (Hz)
0.0
3.0 g-aero lag 1
Damping
-0.3 g-aero lag 2

2.0 pk-mode 1
-0.5 pk-mode 2
1.0 pk-mode 3
-0.8
-1.0 0.0
0 50 100 150 200 250 300 0 50 100 150 200 250 300
V e lo c i t y ( f t / s ) Velocity (ft/s)
• The inclusion of aerodynamic lag roots could provide important physical insight of the flutter solutions.
• The results of the g-method suggest that the divergence speed is caused by the coupling of a structural mode and an
aerodynamic lag root and should be considered as a special case of flutter instability.
• When divergence instability occurs on a free-free structure, the frequency of the aerodynamic lag root could be no
longer zero and coupled with an elastic mode, resulting divergence.

Section 7
Section 7.2 Bulk Data Card Input for Flutter Analysis

Input for Flutter Analysis
The flutter analysis is “triggered” by a FLUTTER, FLTPRAM, FLTASYM, or AFLTPRM Case Control Commands. The bulk data cards
for flutter analysis are listed in the following table:
ATMOS Defines an atmosphere table for matched point flutter analysis. Optional
Performs asymmetric parametric flutter analysis by executing a massive number of flutter analyses using
AFLTPRM Optional
only half model.
CONM1 Defines a 6 × 6 matrix at a structural grid point for flutter analysis with mass perturbation. Optional
Defines a concentrated mass element at a structural grid point which can be used to modify the
CONM2 Optional
generalized mass matrix.
CONM2L or
Large field input for CONM2. Optional
CONM2*
CONMLST Defines a list of CONM1/CONM2 bulk data cards for mass perturbation. Optional
FIXHATM Matched point flutter analysis at a fixed altitude and an atmosphere table for various Mach numbers. Optional
FIXMATM Matched point flutter analysis at a fixed Mach number and an atmosphere table for various altitudes. Optional
FIXMACH Non-matched point flutter analysis at a fixed Mach number for various velocity and density pairs. Optional
FIXMDEN Non-matched point flutter analysis at a fixed Mach number and density pair for various velocities. Optional
FLTASYM Flutter analysis for structural model with asymmetric mass/stiffness distribution using only a half model. Optional
FLTFAST Same as the FLUTTER bulk data card but using a faster G-method algorithm with relaxed robustness. Optional
FLTSEN Flutter sensitivity analysis. Optional
FLTPRAM Performs a parametric flutter analysis by executing a massive number of flutter/ASE analyses. Optional
Defines data to perform flutter analysis by referring to a FIXHATM, FIXMATM, FIXMACH, or FIXMDEN bulk
FLUTTER Optional
data card.
Defines a second order linear system f(s) such that:
FLUTTF f ( s ) = s 2 [M ] + s [C] + [K ] Optional
where s is the Laplace parameter.
PLTFLUT ASCII Text File Generation for Plotting the Flutter or ASE Mode. Optional
PLTVG X-Y Plot File (ASCII text) Generation for Plotting Flutter Frequency and Damping Curves. Optional
TABDMP1 Defines modal damping as a tabular function of natural frequency. Optional

FLUTTER Bulk Data Interrelationship
DMI / DMIG
Case Control Section PLTFLUT
Direct Matrix Input
Subcase = n Flutter Model Animation
FLUTTER = K
SETID ASSIGN MATRIX =
FLTSEN
NAME Executive Control
FLUTTER or FLTFAST IDFLT = K
Flutter Sensitivity Command
Bulk Data Card with
Identif ication Number = K
TABDMP CONMLST MLIST
TABDMP1 CONMLST SET1
FIX Modal Damping List of CONM1 List of Omitted

Modes
EID
FIXHATM FIXMATM FIXMACH FIXMDEN CONM1 / CONM2
Matched Point Flutter Matched Point Flutter Non-Matched Point Flutter Non-Matched Point Flutter 6x6 Mass Matrix
FLUTTF IDMK
IDATM
ATMOS FLUTTF All Other Cards

MKAEROZ ref erred to by
Atmosphere Table Transf er Function MKAEROZ

Sample Flutter Input Deck
$*******************************************************************************
$
$ MATCH POINT FLUTTER ANALYSIS AT M=0.9 ALTITUDES FROM -15000. to 50000. FT
$ EXCLUDE 3 RIGID BODY MODES USING MLIST ENTRY
$
$*******************************************************************************
$ SETID SYM FIX NMODE TABDMP MLIST CONMLST
FLUTTER 10 ANTI 20 15 123
SET1 123 1 2 3
$
$ SETID IDMK IDATM FTMUNIT FTLUNIT VREF FLUTTF PRINT
FIXMATM 20 10 0 SLUG FT 1.68 0 5 +FI1
$ ALT1 ALT2 ETC
+FI1 -15000. -10000. -5000. 0. 5000. 10000. 15000. 20000. +FI2
+FI2 25000. 30000. 35000. 40000. 45000. 50000.

Flutter Bulk Data Cards
• FLUTTER – Defines data needed to perform flutter, ASE, or a dynamic loads

analysis.
• Matched Point Flutter Analysis:

FIXHATM – fixed altitude (H) with varying Mach number.
FIXMATM – fixed Mach number (M) with varying altitude.
• Non-Matched Point Flutter Analysis:

FIXMACH – fixed Mach number (M) with varying velocity/density pairs.
FIXMDEN – fixed Mach number and density with varying velocities.
• Other Flutter Methods:

FLTFAST – fast but less robust g-method flutter analysis.
FLTPRAM – parametric flutter analysis executing a massive number of analyses for
various mass and stiffness distributions of the structure.
FLTASYM– asymmetric flutter analysis using half span structural and aerodynamic
models.
FLTSEN – flutter sensitivity analysis.

FLUTTER – Flutter Analysis Bulk Data Card
Description: Defines data needed to perform flutter, ASE, or a transient response analysis.
Format and Example:
1 2 3 4 5 6 7 8 9 10
FLUTTER SETID SYM FIX NMODE TABDMP MLIST CONMLST NKSTEP
FLUTTER 100 SYMM3 1 0 30 100 0 50
SETID
1. Unique set identification number. (Integer > 0)
2. The FLUTTER discipline must be selected in the Case Control Section with FLUTTER=SETID.
3. For the ASE analysis, SETID is referred to by the ASE bulk data card with entry FLTID=SETID.
4. For a transient response analysis, SETID is referred to by the MLOADS, ELOADS, GLOADS, or NLFLTR bulk data
card.
SYM
1. Character string up to 8 characters with no embedded blanks. (Default = SYMML)
2. The first 4 characters defines the boundary condition of the structural finite element model as well as the
unsteady aerodynamics.
SYMM Symmetric boundary condition
ANTI Antisymmetric boundary condition
ASYM Asymmetric boundary condition
3. The last 4 characters are used to specify the interpolation scheme for the generalized aerodynamic matrices.
blank for a cubic spline
“L” for a linear interpolation (such as SYM= “SYMML”, “ANTIL”, or “ASYML”)
“P” for a second-order-polynomial interpolation (such as SYM= “SYMMP”, “ANTIP”, or “ASYMP”)
integer for a hybrid cubic spline and linear interpolation scheme (such as SYM= “SYMM1”, “SYMM2”, “ANTI3”, etc.)

FLUTTER – Flutter Analysis Bulk Data Card (cont.)
FIX
1. Identification number of a FIXHATM, FIXMATM, FIXMACH, or FIXMDEN bulk data card.(Integer > 0)
2. A FIXHATM, FIXMATM, FIXMACH, or FIXMDEN bulk data card is used to define the altitudes, Mach numbers,
densities, or velocities for matched or non-matched point flutter analysis.
NMODE
1. Number of structural modes used in the flutter analysis. (Integer ≥ 0)
2. If NMODE = 0, all structural modes are used for flutter analysis.
TABDMP
1. Identification number of a TABDMP1 bulk data card specifying modal damping as a function of natural
frequency. (Integer ≥ 0)
MLIST
1. Identification number of a SET1 or SETADD bulk data card specifying a list of normal modes to be omitted from
the flutter analysis. (Integer ≥ 0)
CONMLST
1. Identification number of a CONMLST bulk data card specifying a list of identification numbers of the CONM1/
CONM2 bulk data cards for mass perturbation. (Integer ≥ 0)
2. The CONMLST option provides the capability to change the mass of the structural finite element model without
re-running the finite element analysis.
NKSTEP
1. Number of reduced frequency steps for the reduced-frequency-sweep technique of the g-method flutter
solution. (Integer ≥ 0, default = 25)
2. Normally, NKSTEP = 25 is sufficient to provide accurate flutter solution. However, if some peculiar aerodynamic
lags occur, it is recommended that NKSTEP be increased to verify the flutter results.
FIXHATM – Matched-Point Flutter Analysis
Description: Matched point flutter analysis at a FIXed altitude (H) and a given ATMosphere table with varying Mach
numbers.
Format and Example:
1 2 3 4 5 6 7 8 9 10
FIXHATM SETID ALT IDATM FTMUNIT FTLUNIT VREF FLUTTF PRINT CONT
CONT IDMK1 IDMK2 … IDMKi -etc-
FIXHATM 100 1000. 0 SLIN IN 1.6 -1 +FIX1

+FIX1 850 950 1010 1111
1. This method can be used to simulate a typical flutter flight test condition where the aircraft flies at a fixed
altitude but with increasing Mach numbers.
2. Since this method needs to compute several AICs for the given Mach numbers, this method is very
computationally intensive and not recommended to use.
Mode 1 Mode 2 Mode 3 Mode 4 Mode 5

80
0.1
0 60
Frequency [Hz]
Damping
-0.1
40
-0.2
-0.3
20
-0.4
-0.5 0
0.7 0.8 0.9 1 1.1 1.2 1.3 0.7 0.8 0.9 1 1.1 1.2 1.3
Mach Number Mach Number
V-g Plot V-f Plot

FIXMACH – Non-Matched-Point Flutter Analysis
Description: Non-matched point flutter analysis at a FIXed MACH number with varying velocity and density pairs.
Format and Example:
1 2 3 4 5 6 7 8 9 10
FIXMACH SETID IDMK FTMUNIT FTLUNIT VREF FLUTTF PRINT CONT
CONT V1 RHO1 V2 RHO2 … … -etc- -etc-
FIXMACH 100 10 slug ft 1.0 3 +FIX1

+FIX1 900. .002 1000. .00238 1200. .0030
1. This method can be used to simulate wind tunnel test conditions. For example, V is fixed but RHO varies.
Mode 1 Mode 2 Mode 3 Mode 4

0.2 100
0 80
Frequency [Hz]
Damping
-0.2 60
-0.4 40
-0.6 20
0 20 40 60 80 100 120 0 20 40 60 80 100 120

Dynamic pressure Dynamic pressure
V-g Plot V-f Plot

FIXMATM – Matched-Point Flutter Analysis
Description: Matched point flutter analysis at a FIXed Mach number (M) and a given ATMosphere table with
varying altitudes.
Format and Example:
1 2 3 4 5 6 7 8 9 10
FIXMATM SETID IDMK IDATM FTMUNIT FTLUNIT VREF FLUTTF PRINT CONT
CONT ALT1 ALT2 … ALTi -etc-
FIXMATM 100 10 12 slug ft 1.0 -1 +FIX1

+FIX1 -10000. 0. 10000. 20000. 30000.
1. This method can be used to simulate a typical flutter flight test condition where the aircraft flies at a fixed
Mach number but with varying altitudes. The speed and density at each altitude (ALTi) and the fixed Mach
number are provided by the atmosphere table referred to by the IDATM entry.
2. If IDATM = 0, then the standard atmosphere table is used. This standard atmosphere table is built into the
program.

8.5
0.04
8
0.02
Frequency [Hz] 7.5
0
Damping
-0.02 7
-0.04 6.5
-0.06 6
-0.08 5.5
-0.1 5
0 200 400 600 800 0 200 400 600 800
V-g Plot V-f Plot

FIXMDEN – Non-Matched-Point Flutter Analysis
Description: Non-matched point flutter analysis at a FIXed Mach number and DENsity with varying velocities.
Format and Example:
1 2 3 4 5 6 7 8 9 10
FIXMDEN SETID IDMK DEN FTMUNIT FTLUNIT VREF FLUTTF PRINT CONT
CONT V1 V2 … Vi … … -etc-
FIXMDEN 100 10 .00238 slug ft 1.0 3 +FIX1

+FIX1 900. 950. 1000. 1100. 1200. 2000.
1. The flutter analysis is performed using both the g-Method and the k-Method to provide two sets of solutions
for comparison.
2. Furthermore, divergence speeds are computed using the generalized aerodynamic forces at zero reduced
frequency.
Mode 1 Mode 2 Mode 3 Mode 4

1 700
600
0
Frequency [Hz] 500
-1
Damping
400
300
-2
200
-3
100
-4 0
4000 4500 5000 5500 6000 6500 4000 4500 5000 5500 6000 6500
Velocity Velocity
V-g Plot V-f Plot

FLTFAST– Fast g-Method for Flutter Analysis
Description: Flutter analysis using the g-Method with a fast but less robust algorithm.
Format and Example:
1 2 3 4 5 6 7 8 9 10
FLTFAST SETID SYM FIX NMODE TABDMP MLIST CONMLST NKSTEP
FLTFAST 100 SYM 1 0 30 100 0 50
1. All entries of the FLTFAST bulk data card are identical to the FLUTTER bulk data card except the default of
NKSTEP = 10.
2. Similar to the FLUTTER bulk data card, the FLTFAST bulk data card is also referred to by the FLUTTER case
control command.
3. The algorithm uses a large reduced frequency step in the g-method frequency sweep scheme to save the
computer time.
4. In order to further reduce the computer time, no flutter mode tracking will be performed by the FLTFAST bulk
data card and the V-g and V-f diagrams are not printed in the standard output file. In addition, no flutter
mode animation can be generated.

FLTSEN– Sensitivity Analysis
Description: Assigns a list of name of direct matrix input as design variables for Flutter, Trim, ASE, or Gust sensitivity
analysis.
Format and Example:
1 2 3 4 5 6 7 8 9 10
FLTSEN IDSEN IDFLT GAINSET CONT
CONT LABEL1 THICK1 MASS1 STIFF1 LABEL2 THICK2 MASS2 STIFF2 CONT
CONT -etc-
FLTSEN 10 +A
+A QUAD1 0.1 DMIG1 DMIG2 QUAD2 0.03 DMIG3 DMIG4 +B
+B ROD1 0.2 DMIG5 DMIG6
IDSEN
2. IDSEN is used for error message output only.
IDFLT
1. Identification number of a FLUTTER, TRIM, ASE, or GLOADS Case Control Command of which the sensitivities
of a response will be computed. (Integer > 0)
2. One FLTSEN bulk data card can specify multiple design variable. The derivatives of the response with respect
to the unit value of each design variable will be computed as the sensitivity analysis.
GAINSET
1. Identification Number of the GAINSET bulk data card that specifies a list of identification number of the
ASEGAIN bulk data cards. (Integer ≥ 0)
2. The control gains specified in these specified ASEGAIN bulk data cards are defined as the design variables.
GAINSET is used only for ASE sensitivity analysis.

FLTSEN– Sensitivity Analysis (cont.)
LABELi
1. Any character string to define the name of the design variable. LABELi is used only for identifying the design
variable in the output. (Character)
THICKi
1. THICKi could represent the thickness of a membrane element, the area of a rod element or area moment of
inertia of a beam element. (Real > 0.0)
2. It is assumed that the elementary mass and stiffness matrices are linearly varying with respect to the design
variables. Therefore, the derivatives of the total mass and stiffness matrices can be obtained by dividing
MASSi and STIFFi by THICKi.
3. Specifically, the derivatives of the total mass (Mgg) and stiffness (Kgg) matrices defined at the Structural g-set
degrees of freedom with respect to Vi are:
∂M gg [ MASSi ] ∂K gg [ STIFFi ]
= =
∂Vi THICKi ∂Vi THICKi
where Vi represents the ith design variable.
MASSi
1. Character string that matches the entry NAME of a DMIG/DMI bulk data card or MNAME of ′ASSIGN MATRIX
=′ Executive Control Command. This matrix is used as the elementary mass matrix of the design variable with
value of THICKi. (Character)
STIFFi
1. Character string that matches the entry NAME of a DMIG/DMI bulk data card or MNAME of ′ASSIGN MATRIX
=′ Executive Control Command. This matrix is used as the elementary stiffness matrix of the design variable
with value of THICKi. (Character)

PLTFLUT– Plotting the Flutter or ASE Mode
Description: Defines the name of a data file in which the data for plotting the flutter mode or ASE instability mode
represented by the aerodynamic model are stored.
Format and Example:
1 2 3 4 5 6 7 8 9 10
PLTFLUT SETID IDFLUT MODE NTIME MAXDISP FORM FILENM CONT
CONT AERONM
PLTFLUT 100 10 1 10 0.3 FEMAP FLUTMODE.NEU
SETID
1. Identification number. (Integer ≠ 0)
2. SETID is not referred to by other bulk data cards. The existence of each PLTFLUT in the bulk data input
“triggers” the generation of a data file for the purpose of plotting the flutter mode (or ASE instability mode)
on the aerodynamic model.
IDFLUT
1. Identification number of a FLUTTER bulk data card, FLTASYM or ASE bulk data card for which the computed
flutter mode (or ASE instability mode) is stored in the data file FILENM for graphical display. (Integer > 0)
2. PLTFLUT is inactive if FIXHATM bulk data card is used in the flutter or ASE analysis.
MODE
1. Index of the flutter modes. The first flutter crossing is denoted as MODE = 1, the second flutter crossing as
MODE = 2, and so on. (Integer > 0)
2. Since each flutter analysis (or ASE analysis) may contain many flutter modes that have zero damping, the
selection of the flutter modes is dependent on MODE.

PLTFLUT– Plotting the Flutter or ASE Mode (cont.)
NTIME
1. Number of deformed aerodynamic models within one cycle of oscillation that are generated for the
animation of the flutter mode. (Integer > 0, default = 1)
2. Since the flutter mode does not have a nodal line, it is necessary to generate many deformed aerodynamic
models for animating the flutter mode (or ASE instability mode).
3. Multiple output of the deformed aerodynamic model at each time step is only employed in the TECPLOT,
IDEAS, and NASTRAN output formats. Animations in PATRAN, FEMAP, and ANSYS are supported directly by
these software.
MAXDISP
1. A fraction of the reference chord defined by the REFC entry in the AEROZ bulk data card to define the
maximum displacement of the flutter mode. (Real > 0.0, default = 1.0)
2. MAXDISP × REFC will be the maximum displacement of the flutter mode.
FORM
2. PLTFLUT bulk data card supports following formats: TECPLOT, PATRAN, IDEAS, FEMAP, ANSYS, NASTRAN, and
NASTL.
3. FORM = “SPCD” for generating a NASTRAN bulk data deck that contains the Nastran SPCD bulk data cards to
specify the enforced displacements at all degrees of freedom of the finite element model. The enforced
displacements are the flutter modes at each time step. And can be used to perform stress analysis.
FILENM
7 - 25 © 2020 by ZONA Technology, Inc. ZONA T E C H N O L O G Y INC
PLTFLUT– Plotting the Flutter or ASE Mode (cont.)

PLTVG– Plotting the Flutter Frequency and Damping Curves
Description: Defines a name of the data file in which the data are stored.
Format and Example:
1 2 3 4 5 6 7 8 9 10
PLTVG SETID IDFLUT NMODE XAXIS FORM FILENM REFRHO
PLTVG 100 10 5 V/VR VG.DAT 1.14E-7
SETID
2. The existence of each PLTVG in the Bulk Data Section “triggers” the generation of a data file with name
FILENM.
IDFLUT
1. Identification number of a FLUTTER, FLTASYM ,or ASE Case Control Command of which the flutter frequency
and damping are stored in a data file for generation of an x-y plot. (Integer > 0)
NMODE
1. Number of modes. (Integer, default = all modes)
XAXIS
1. Character string to represent the x-axis of the x-y data.
= M Mach numbers
= R densities
= Q dynamic pressures
= H altitudes
= V/VR normalized speeds (V/VREF)
= V speeds V ρ
= EQUV equivalent air speed defined as , VREF ρ REF

PLTVG– Plotting the Flutter Frequency and Damping Curves (cont.)
FORM
1. The format of the data file. (Character, default = “TABLE”)
2. PLTVG bulk data card supports following formats: TABLE, IDEA, FEMAP, and ESA.
FILENM
PLTVG output sample with FORM=TABLE

DAMPING & FREQUENCY X-Y PLOT FILE OF PLTVG SETID= 10 FOR FLUTTER/ASE ID= 10 NMODE= 6
DYNAMIC P G,MODE--1 G,MODE--2 G,MODE--3 G,MODE--4 G,MODE--5 G,MODE--6 DYNAMIC P WHZ,MODE--1 WHZ,MODE--2 WHZ,MODE--3 WHZ,MODE--4 WHZ,MODE--5 WHZ,MODE--6
0.0000E+00 0.0000E+00 0.0000E+00 0.0000E+00 0.0000E+00 0.0000E+00 0.0000E+00 0.0000E+00 5.4756E+00 5.7154E+00 7.6055E+00 8.0085E+00 8.2726E+00 9.4664E+00
1.3811E+02 -6.5840E-03 -1.9329E-02 -4.0176E-03 -9.0008E-04 -2.0467E-03 -7.9786E-03 1.3811E+02 5.4605E+00 5.6579E+00 7.5838E+00 7.9963E+00 8.2652E+00 9.4818E+00
1.7544E+02 -7.6441E-03 -2.5296E-02 -5.0744E-03 -1.1360E-03 -2.6022E-03 -1.0103E-02 1.7544E+02 5.4591E+00 5.6396E+00 7.5781E+00 7.9930E+00 8.2631E+00 9.4852E+00
2.2288E+02 -8.0313E-03 -3.3860E-02 -6.3997E-03 -1.4327E-03 -3.3101E-03 -1.2796E-02 2.2288E+02 5.4586E+00 5.6148E+00 7.5709E+00 7.9887E+00 8.2605E+00 9.4891E+00
2.8310E+02 -6.3600E-03 -4.6640E-02 -7.9919E-03 -1.7953E-03 -4.1887E-03 -1.6067E-02 2.8310E+02 5.4577E+00 5.5835E+00 7.5619E+00 7.9833E+00 8.2572E+00 9.4933E+00
3.5699E+02 -2.0051E-03 -6.3436E-02 -9.6590E-03 -2.1939E-03 -5.1726E-03 -1.9448E-02 3.5699E+02 5.4506E+00 5.5507E+00 7.5514E+00 7.9769E+00 8.2532E+00 9.4974E+00
4.4581E+02 3.1271E-03 -8.3304E-02 -1.1576E-02 -2.6575E-03 -6.3343E-03 -2.3316E-02 4.4581E+02 5.4341E+00 5.5190E+00 7.5390E+00 7.9692E+00 8.2485E+00 9.5012E+00
5.5180E+02 8.0801E-03 -1.0558E-01 -1.3761E-02 -3.1944E-03 -7.6998E-03 -2.7694E-02 5.5180E+02 5.4097E+00 5.4854E+00 7.5245E+00 7.9600E+00 8.2427E+00 9.5043E+00
6.7738E+02 1.2831E-02 -1.3069E-01 -1.6121E-02 -3.8128E-03 -9.2929E-03 -3.2547E-02 6.7738E+02 5.3783E+00 5.4476E+00 7.5076E+00 7.9491E+00 8.2360E+00 9.5061E+00
8.2525E+02 1.7521E-02 -1.5924E-01 -1.8698E-02 -4.5212E-03 -1.1139E-02 -3.7858E-02 8.2525E+02 5.3397E+00 5.4040E+00 7.4881E+00 7.9362E+00 8.2280E+00 9.5056E+00
9.9833E+02 2.2293E-02 -1.9195E-01 -2.1491E-02 -5.3282E-03 -1.3262E-02 -4.3705E-02 9.9833E+02 5.2936E+00 5.3533E+00 7.4654E+00 7.9211E+00 8.2186E+00 9.5027E+00
1.1998E+03 2.7272E-02 -2.2962E-01 -2.4492E-02 -6.2448E-03 -1.5684E-02 -5.0061E-02 1.1998E+03 5.2389E+00 5.2943E+00 7.4392E+00 7.9036E+00 8.2076E+00 9.4964E+00
1.4331E+03 3.2577E-02 -2.7322E-01 -2.7700E-02 -7.2786E-03 -1.8424E-02 -5.6878E-02 1.4331E+03 5.1747E+00 5.2258E+00 7.4089E+00 7.8833E+00 8.1950E+00 9.4860E+00
1.7020E+03 3.8254E-02 -3.2386E-01 -3.1128E-02 -8.4375E-03 -2.1502E-02 -6.4114E-02 1.7020E+03 5.1002E+00 5.1459E+00 7.3739E+00 7.8600E+00 8.1804E+00 9.4705E+00
2.0105E+03 4.4496E-02 -3.8300E-01 -3.4712E-02 -9.7290E-03 -2.4913E-02 -7.1111E-02 2.0105E+03 5.0140E+00 5.0529E+00 7.3335E+00 7.8332E+00 8.1638E+00 9.4479E+00
 This output file can be imported into Excel program to plot.

 ZONA provides a small program called VGPLOT.exe (in the miscel folder) that can process
the file to plot V-g and V-f curves.

Section 7
Section 7.3 Flutter Analysis Guidelines

Flutter Analysis Guidelines (I)
Impact of High Reduced Frequency on Flutter Analysis
• Do not include very high reduced frequency (k) in the MKAEROZ bulk data card. (normally, k = 2
is sufficient)
‒ High k requires very refined aerodynamic panel model to ensure a converged Qhh matrix.
‒ Because the g-method interpolates Qhh during the reduced frequency sweep technique using a cubic spline
over all the k value listed in the MKAEROZ bulk data card, a non-converged Qhh at high k may contaminate
the accuracy of the interpolation.
• The solution of high order modes (associated with high reduced frequency) can be captured by
the g-method’s extrapolation scheme even if the high reduced frequency is not included.
‒ Flutter occurs usually at lower order mode, not at the higher order
modes.
‒ The inclusion of the higher order mode in the flutter analysis is only
to ensure no unexpected coupling between the lower and higher
order modes.
‒ Therefore, the accuracy of the solution of the higher order modes is
not important for predicting the flutter boundary, i.e. the g-method’s
extrapolation scheme can provide acceptable accuracy of the higher
order modes.
• If this extrapolation scheme of g-method is activated, the
following warning message is printed out:
**** WARNING **** AT SPEED=XXX, DENSITY=XXX, MACH
NUMBER=XXX, REDUCED FREQUENCY IS NOT HIGH ENOUGH.
EXTRAPOLATION OUTSIDE OF KMAX=XXX IS USED TO OBTAIN
THE LAST XXX MODES.
• Such a warning message is not critical and simply suggests that
the flutter solution of the “LAST XXX MODES” may not be
accurate.
Flutter Analysis Guidelines (II)
Mode Switching Problem
• Because of the frequency coalescence of the two coupled modes before flutter occurs, the damping
curves of these two modes may switch due to the mode sorting problem.
Mode switching
– Modes switch does not change the flutter speed and frequency at which the damping curve
crosses the zero-damping line, i.e. flutter boundary is not affected by mode switching.
– Only the index of the mode is incorrect.
• The mode switching problem can be resolved by specifying small increment of the
speeds/altitudes/dynamic pressures listed in the FIXMDEN, FIXMATM or FIXMACH bulk data cards.
– smaller increment can help the mode sorting scheme to tract correct damping and frequency
curves of each modes.

Flutter Analysis Guidelines (III)
Interpretation of Aerodynamic Lag Roots
• Aerodynamic lag root is an extra root (in addition to the number of structural modes) that could
suddenly occur when speed is increasing from low to high:
UNITS UNITS UNITS MODE NO. 1 MODE NO. 2 MODE NO. 3 MODE NO. 4
NONE IN / SLIN/ STRUCTURAL MODE STRUCTURAL MODE STRUCTURAL MODE STRUCTURAL MODE
SEC IN/S**2 MODAL DAMPING= 0.00% MODAL DAMPING= 0.00% MODAL DAMPING= 0.00% MODAL DAMPING= 0.00%
V/VREF V Q G F(HZ) K=WL/V G F(HZ) K=WL/V G F(HZ) K=WL/V G F(HZ) K=WL/V
0.0000 0.000+00 0.000+00 0.0000 4.613 INFINT 0.0000 11.697 INFINT 0.0000 33.066 INFINT 0.0000 43.124 INFINT
396.8254 8.000+03 3.657+00 -0.1493 3.551 0.2179 -0.1129 11.269 0.4425 -0.0189 32.672 1.2830 -0.0299 42.867 1.6833
496.0317 1.000+04 5.715+00 -0.1677 2.214 0.1952 -0.1561 10.804 0.3394 -0.0249 32.526 1.0218 -0.0339 42.464 1.3340
595.2381 1.200+04 8.229+00 -0.1564 1.351 0.1924 -0.2236 9.897 0.2591 -0.0310 32.338 0.8466 -0.0365 41.998 1.0995
644.8412 1.300+04 9.658+00 -0.2207 0.549 0.0517 -0.3917 9.025 0.2181 -0.0339 32.228 0.7788 -0.0372 41.744 1.0088
694.4445 1.400+04 1.120+01 -0.1078 0.000 0.0000 -0.6153 8.873 0.1991 -0.0368 32.109 0.7205 -0.0377 41.477 0.9307
793.6508 1.600+04 1.463+01 -0.3874 0.000 0.0000 -0.9159 8.881 0.1743 -0.0421 31.843 0.6252 -0.0380 40.900 0.8030
892.8572 1.800+04 1.851+01 -0.5468 0.000 0.0000 -1.1632 8.934 0.1559 -0.0466 31.547 0.5506 -0.0375 40.268 0.7028
NONE IN / SLIN/ STRUCTURAL MODE AERODYNAMIC LAG
SEC IN/S**2 MODAL DAMPING= 0.00%
V/VREF V Q G F(HZ) K=WL/V G F(HZ) K=WL/V
0.0000 0.000+00 0.000+00 0.0000 71.321 INFINT 0.0000 0.000 INFINT
396.8254 8.000+03 3.657+00 -0.0080 71.066 2.7907 0.0000 0.000 0.0000
496.0317 1.000+04 5.715+00 -0.0099 71.037 2.2317 0.0000 0.000 0.0000
595.2381 1.200+04 8.229+00 -0.0117 71.003 1.8588 0.0000 0.000 0.0000
644.8412 1.300+04 9.658+00 -0.0127 70.984 1.7154 1.0500 0.000 0.0000
694.4445 1.400+04 1.120+01 -0.0136 70.963 1.5924 1.0590 0.000 0.0000
793.6508 1.600+04 1.463+01 -0.0153 70.919 1.3924 1.1671 0.000 0.0000
892.8572 1.800+04 1.851+01 -0.0170 70.869 1.2369 1.2032 0.000 0.0000
– It satisfies the flutter equation, therefore, is a true flutter solution. iω

Elastic mode
– It occurs usually when the frequency of an elastic mode drops to zero,
i.e. to the real axis in the root locus diagram.
Increase of speed
– Because the generalized aerodynamics have a branch cut along the
negative real axis, the zero-frequency elastic mode couples with the g
branch cut resulting two roots, one of the zero-frequency elastic Elastic mode with
zero frequency
modes and one called the aerodynamic lag root. Aerodynamic lag root
• The aerodynamic lag root could be either stable (g<0) or unstable (g>0).
– An unstable aerodynamic lag root occurs usually due to the divergence problem.
– The frequency of the aerodynamic lag root may not be zero if the structure has rigid body mode.
– The divergence problem with non-zero frequency is called “Dynamic Divergence”.

Interpretation of Aerodynamic Lag Roots (cont.)
• The existence of a branch cut of Qhh(s) in the Laplace domain can be
shown by the exact 2D incompressible Theodorsen function:
K1 ( s ) V
(s)
C= ,=s ( g + ik ) is the Laplace var iable.
K1 ( s ) + K 0 ( s ) L 1 k
– At k<<1, C(s) contains a log function: s ln( = s ) s[ ln( g 2 + k 2 ) + i tan −1 ( )]
2 g
– When g>0 and for both k=0+ and k=0-, tan-1(k/g)=0
– When g≤ 0, for k=0+, tan-1(k/g)= 𝜋𝜋 , but for k=0-, tan-1(k/g)=- 𝜋𝜋
– This shows that Qhh(s) in the Laplace domain has a discontinuity along
the negative real axis, i.e. the branch cut.
• In the frequency domain (g=0), the real part of C(ik) is symmetric
about k=0 but the imaginary part of C(ik) is anti-symmetric.
• Along the negative g axis, the imaginary part of C(g) is

discontinuous from k=0+ to k=0-.

Interpretation of Aerodynamic Lag Roots (cont.)
• If the flutter equation is also solved in the negative frequency domain, the flutter solutions in the
negative and positive frequency domains are symmetric about the g axis (ik=0). This can be
shown by the p-k method equation:
 V  2 1 2 Im(Qhh (ik )) 1 
  hh M p 2
+ K hh − ρV p − ρV 2
Re(Q hh (ik
= ))  ξ 0, where Q= hh (ik ) Re(Qhh (ik )) + i Im(Qhh (ik ))
  L  2 k 2 
– It can be shown= Qhh (−ik ) Re(Q hh (ik )) − i Im(Qhh (ik )) → − Im(Qhh= (ik )) / −k Im(Qhh (ik )) / k
– Since p=g+ik in the positive and p=g-ik in the negative frequency domains, the flutter solutions in
the negative frequency domain are the mirror image about the g axis of those in the positive
frequency domain.
ik
• When the divergence instability occurs at k=0, both solutions from the
positive and negative frequency domains meet at the negative g axis. Flutter
– The divergence solution from the negative frequency domain at k=0

becomes an extra root (sudden appearance) in the positive frequency
Divergence
domain, called the aerodynamic lag root.
g
– Because of the branch cut, one of these two roots (one from positive
and the other from the negative frequency domains) becomes
positive g (unstable) and the other root becomes negative g (stable).

Influence of Store Aerodynamics on Flutter
• Aircraft with store configurations require an extensive effort to include those stores in the aerodynamic model.
• A question regarding the importance of the store aerodynamics for flutter is frequently asked.
‒ The units of generalized aerodynamic force matrix involved in the flutter equation are in work-done (force times displacement).
‒ This suggests that any store/launcher at which a large displacement in the flutter mode occurs must be included in the
aerodynamic model.
• While keeping the structural model (with all stores) to be invariant, the following study on an F-16 with fully-loaded
stores configuration by removing various stores from the aerodynamic model reveals that:
‒ LAU-129 tip launcher must be modeled aerodynamically.
‒ Fuel tank has small aerodynamic influence on flutter.
‒ Thus, any aerodynamic components near the wing tip have large influence on flutter solution since the wing tip has the largest
displacement in the flutter mode.
Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7 Case 8 Case 9*

Fuel Tank    
Air-Ground Missile    
AIM-9P Missile    
LAU-129 Tip
       
Launcher
Flutter Speed (ft/s) 998.4 1002.3 990.0 995.4 1016.5 1001.3 1012.2 1008.3 No Flutter
Flutter Freq. (Hz) 8.342 8.339 8.351 8.344 8.419 8.422 8.420 8.416 No Flutter
Flutter Altitude (ft) 1,826.0 692.5 4,229.0 2,693.0 -3,410.0 127.8 -2,180.0 -1,020.0 No Flutter
Flutter Dynamic
Pressure 1126.0 1171.0 1029.0 1091.0 1359.0 1194.0 1301.0 1247.0 No Flutter
(Qf, psf)
Difference of Qf No Flutter
from Case 1 (%) 0 4.00 -8.61 -3.11 20.69 6.04 15.55 10.75
* No wing tip launcher

Flutter Analysis – Sample Case
$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$ SETID SYM FIX NMODE TABDMP MLIST CONMLST NKSTEP
FLUTTER 10 ANTI 20 40 123
$
SET1 123 1 2 3
$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$ SETID IDMK IDATM FTMUNIT FTLUNIT VREF FLUTTF PRINT $
$ ALT1 ALT2 ETC
FIXMATM 20 10 0 SLUG FT 1.68 0 0 +FI1
+FI1 -25000. -20000. -15000. -10000. -5000. 0. 5000. 10000. +FI2
+FI2 15000. 20000. 25000. 30000. 35000. 40000. 45000. 50000.
$
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$ IDMK MACH METHOD IDFLT SAVE FILENAME PRINT
MKAEROZ 10 0.9 0 ACQU M09.AIC
$ FREQ1 FREQ2 FREQ3 ETC
0.01 0.05 0.1 0.2 0.3 0.4 0.5 0.6
0.7 0.8 -1.0
• Description of METHOD in MKAEROZ bulk data card.

• METHOD=0 and MACH<1.0, the linear subsonic unsteady aerodynamic method (ZONA6) is used.
• METHOD=0 and MACH>1.0, the linear supersonic unsteady aerodynamic method (ZONA7) is used.
• METHOD=0 and MACH=1.0, the sonic Acceleration Potential (ZSAP) method is used.
• METHOD=2 and MACH>1.0, the unified hypersonic/supersonic unsteady aerodynamic method (ZONA7U) is used.
• METHOD=-2 and MACH>1.0, ZONA7U with aeroheating analysis is used.
• METHOD=3 and MACH≠1.0, the overset field-panel method (ZTRAN) solving the Transonic Small Disturbance (TSD)
equation for nonlinear transonic unsteady aerodynamics is used.
• METHOD=-3 and MACH≠1.0, same as METHOD=3 but solving the TSD equation with more nonlinear terms on the right
hand side of the equation.

Flutter Analysis – Sample Case (cont.)
THE FOLLOWING V-G-F TABLE LISTS 12 NUMBER OF STRUCTURAL MODES ( 1 - 12 ) AND 0 NUMBER OF AERODYNAMIC LAG ROOTS ( 0 - 0 )
SUMMARY MODES 1 - 4
NONE SLUG/ FT STRUCTURAL MODE STRUCTURAL MODE STRUCTURAL MODE STRUCTURAL MODE
FT**3 MODAL DAMPING= 0.00% MODAL DAMPING= 0.00% MODAL DAMPING= 0.00% MODAL DAMPING= 0.00%
V/VREF DENSITY ALTITUDE G F(HZ) K=WL/V G F(HZ) K=WL/V G F(HZ) K=WL/V G F(HZ) K=WL/V
0.0000 0.000+00 +INFINT 0.0000 5.476 INFINT 0.0000 5.715 INFINT 0.0000 7.606 INFINT 0.0000 8.009 INFINT
518.5928 3.639-04 5.000+04 -0.0066 5.460 0.1993 -0.0193 5.658 0.2065 -0.0040 7.584 0.2768 -0.0009 7.996 0.2919
518.5928 4.622-04 4.500+04 -0.0076 5.459 0.1993 -0.0253 5.640 0.2059 -0.0051 7.578 0.2766 -0.0011 7.993 0.2918
518.5928 5.872-04 4.000+04 -0.0080 5.459 0.1992 -0.0339 5.615 0.2050 -0.0064 7.571 0.2764 -0.0014 7.989 0.2916
521.3059 7.381-04 3.500+04 -0.0064 5.458 0.1982 -0.0466 5.583 0.2027 -0.0080 7.562 0.2746 -0.0018 7.983 0.2899
532.9333 8.906-04 3.000+04 -0.0020 5.451 0.1936 -0.0634 5.551 0.1972 -0.0097 7.551 0.2682 -0.0022 7.977 0.2834
544.3178 1.066-03 2.500+04 0.0031 5.434 0.1890 -0.0833 5.519 0.1919 -0.0116 7.539 0.2622 -0.0027 7.969 0.2772
555.4742 1.267-03 2.000+04 0.0081 5.410 0.1843 -0.1056 5.485 0.1869 -0.0138 7.524 0.2564 -0.0032 7.960 0.2713
566.4162 1.496-03 1.500+04 0.0128 5.378 0.1797 -0.1307 5.448 0.1821 -0.0161 7.508 0.2509 -0.0038 7.949 0.2657
577.1558 1.755-03 1.000+04 0.0175 5.340 0.1751 -0.1592 5.404 0.1772 -0.0187 7.488 0.2456 -0.0045 7.936 0.2603
587.7042 2.048-03 5.000+03 0.0223 5.294 0.1705 -0.1919 5.353 0.1724 -0.0215 7.465 0.2405 -0.0053 7.921 0.2551
598.0715 2.376-03 0.000+00 0.0273 5.239 0.1658 -0.2296 5.294 0.1676 -0.0245 7.439 0.2355 -0.0062 7.904 0.2502
608.2669 2.744-03 -5.00+03 0.0326 5.175 0.1610 -0.2732 5.226 0.1626 -0.0277 7.409 0.2306 -0.0073 7.883 0.2453
618.2990 3.154-03 -1.00+04 0.0383 5.100 0.1561 -0.3239 5.146 0.1575 -0.0311 7.374 0.2258 -0.0084 7.860 0.2406
628.1755 3.610-03 -1.50+04 0.0445 5.014 0.1511 -0.3830 5.053 0.1523 -0.0347 7.333 0.2210 -0.0097 7.833 0.2361
MATCHED POINT FLUTTER ANALYSIS RESULTING FROM BULK DATA CARD FIXMATM ID= 20 WITH NKSTEP= 25
MACH = 0.9000, ATMOS TABLE=STANDARD, REFERENCE LENGTH (L) = 1.0125E+01/2.0 (FT), VREF= 1.6800E+00 (FT/SEC)
-------------------------------------------------------------------------------------------------------------------------------
| FLUTTER AT MODE NO.: 1 | G= 0.00% | G= 0.50% | G= 1.00% | G= 1.50% | G= 2.00% | G= 2.50% | G= 3.00% | G= 3.50% | G= 4.00% |
-------------------------------------------------------------------------------------------------------------------------------
| ALT |UNITS= FT | 2.804+04 | 2.310+04 | 1.797+04 | 1.268+04 | 7.402+03 | 2.281+03 | -2.57+03 | -7.13+03 | -1.13+04 |
-------------------------------------------------------------------------------------------------------------------------------
| SPEED |UNITS= FT/ SEC | 902.8041 | 921.5413 | 940.6260 | 959.9238 | 978.8262 | 996.8123 | 1013.569 | 1029.082 | 1043.382 |
-------------------------------------------------------------------------------------------------------------------------------
| V/VREF|UNITS= NONE | 537.3834 | 548.5365 | 559.8965 | 571.3832 | 582.6347 | 593.3407 | 603.3149 | 612.5488 | 621.0613 |
-------------------------------------------------------------------------------------------------------------------------------
| FREQ |UNITS= HZ | 5.4442 | 5.4249 | 5.3970 | 5.3605 | 5.3158 | 5.2639 | 5.2059 | 5.1429 | 5.0761 |
-------------------------------------------------------------------------------------------------------------------------------
| DYN P |UNITS=SLUG/FT/S**2| 3.917+02 | 4.858+02 | 6.025+02 | 7.457+02 | 9.151+02 | 1.107+03 | 1.319+03 | 1.547+03 | 1.788+03 |
-------------------------------------------------------------------------------------------------------------------------------
|DENSITY|UNITS=SLUG/FT**3 | 9.593-04 | 1.142-03 | 1.359-03 | 1.616-03 | 1.907-03 | 2.226-03 | 2.566-03 | 2.919-03 | 3.282-03 |
-------------------------------------------------------------------------------------------------------------------------------

MATCHED POINT FLUTTER ANALYSIS RESULTING FROM BULK DATA CARD FIXMATM ID= 20 WITH NKSTEP= 25
MACH = 0.9000, ATMOS TABLE=STANDARD, REFERENCE LENGTH (L) = 1.0125E+01/2.0 (FT), VREF= 1.6800E+00 (FT/SEC)
1 NUMBER OF FLUTTER MODES ARE FOUND.

FLUTTER SPEED, FREQUENCY, AND DYNAMIC PRESSURE AS A FUNCTION OF ASSUMED STRUCTURAL DAMPING
-------------------------------------------------------------------------------------------------------------------------------
| FLUTTER AT MODE NO.: 1 | G= 0.00% | G= 0.50% | G= 1.00% | G= 1.50% | G= 2.00% | G= 2.50% | G= 3.00% | G= 3.50% | G= 4.00% |
-------------------------------------------------------------------------------------------------------------------------------
| ALT |UNITS= FT | 2.804+04 | 2.310+04 | 1.797+04 | 1.268+04 | 7.402+03 | 2.281+03 | -2.57+03 | -7.13+03 | -1.13+04 |
-------------------------------------------------------------------------------------------------------------------------------
| SPEED |UNITS= FT/ SEC | 902.8041 | 921.5413 | 940.6260 | 959.9238 | 978.8262 | 996.8123 | 1013.569 | 1029.082 | 1043.382 |
-------------------------------------------------------------------------------------------------------------------------------
| V/VREF|UNITS= NONE | 537.3834 | 548.5365 | 559.8965 | 571.3832 | 582.6347 | 593.3407 | 603.3149 | 612.5488 | 621.0613 |
-------------------------------------------------------------------------------------------------------------------------------
| FREQ |UNITS= HZ | 5.4442 | 5.4249 | 5.3970 | 5.3605 | 5.3158 | 5.2639 | 5.2059 | 5.1429 | 5.0761 |
-------------------------------------------------------------------------------------------------------------------------------
| DYN P |UNITS=SLUG/FT/S**2| 3.917+02 | 4.858+02 | 6.025+02 | 7.457+02 | 9.151+02 | 1.107+03 | 1.319+03 | 1.547+03 | 1.788+03 |
-------------------------------------------------------------------------------------------------------------------------------
|DENSITY|UNITS=SLUG/FT**3 | 9.593-04 | 1.142-03 | 1.359-03 | 1.616-03 | 1.907-03 | 2.226-03 | 2.566-03 | 2.919-03 | 3.282-03 |
-------------------------------------------------------------------------------------------------------------------------------
| DYNAMIC PRESSURE AT G=0.0, W = 5.4442 HZ, V = 9.0280E+02 : |
| COMPUTED = 3.9318E+02, INTERPOLATED = 3.9171E+02, ERROR = 3.7654E-01%. CORRESPONDING EIGENVECTOR OF 12 MODES = |
| 1.000E+00 0.000E+00, 1.008E-01 -2.303E-01, -1.699E-02 4.869E-03, -2.063E-03 5.383E-04, 6.554E-03 -4.552E-03, |
| -4.884E-03 2.122E-03, -1.190E-03 1.064E-03, -3.285E-02 -5.190E-03, -9.835E-04 -8.839E-05, 5.912E-03 1.969E-03, |
| -1.279E-03 -3.251E-04, -4.283E-03 3.557E-04, |
-------------------------------------------------------------------------------------------------------------------------------
| FLUTTER MODE TRACKING: 100% = PRIMARY MODE. 0% = NO CONTRIBUTION TO FLUTTER MODE. |
| MODE( 1) = 100.0000%, MODE( 2) = 79.3268%, MODE( 3) = 2.9965%, MODE( 4) = 0.1522%, MODE( 5) = 0.6058%, |
| MODE( 6) = 2.3492%, MODE( 7) = 0.3417%, MODE( 8) = 1.4144%, MODE( 9) = 0.0514%, MODE( 10) = 0.3297%, |
| MODE( 11) = 0.0906%, MODE( 12) = 0.7358%, |
-------------------------------------------------------------------------------------------------------------------------------
To confirm the flutter solution by plugging w and V at g=0.0 into the flutter equation and
computing the dynamic pressure as an eigenvalue. If ERROR is too large, this flutter solution
may not be a realistic one and may be caused by the inaccurate interpolation of Qhh(ik).
Modes with large percentage are the dominated modes in the flutter mechanism.

Flutter results at M=0.9
• Altitude = 28,040ft
• Speed = 902.8 ft/s
• Frequency = 5.44Hz
• Dynamic P = 391.7 psf
Need the PLTFLUT bulk

data card for flutter
animation plot
Need the PLTVG bulk

data card for V-g and V-f
plots

8.5
0.04
8
0.02
7.5
Frequency [Hz]
0
Damping
-0.02 7
-0.04 6.5
-0.06 6
-0.08 5.5
-0.1 5
0 200 400 600 800 0 200 400 600 800

Section 7
Section 7.4 Mass Increment Method for Rapid Flutter

Analysis of Massive Aircraft/Store Configurations

Functionality of the FLTPRAM Bulk Data Card
• The parametric flutter analysis uses the mass increment method for:
– Massive flutter analyses of open/closed-loop system with various mass and
stiffness distributions in the structure.
– Data mining the massive flutter results by automatically searching for the
velocity-damping curve crossing at user-specified damping levels.
• Output a summarized flutter result in table form to an ASCII file.

– Ease for post-processing using off-the-shelf graphic tool such as TECPLOT.
– Flags to indicate the severity of the flutter instability.

Theoretical Background
• For n aircraft/store configurations, the flutter equation in physical coordinates {x} reads:
[M B + ∆M i ]{x} + [K B + ∆K i ]{x} − q∞ [AIC ]{x} = 0, i = 1, n
where MB and KB are the mass and stiffness matrices of a baseline structure and ΔM and ΔK
are the incremental changes of mass and stiffness from the baseline structure to the ith
structure of interest.
Direct Method Mass Increment Method
Modal
 −ω [ M B + ∆M i ] + [ K B + ∆K i ] {ϕ=
i}  −ω 2 [ M B ] + [ K B ] {ϕ B } =
2
0,=i 1,n 0
Analysis
`Mi`  ϕiT [ M B + ∆M i ]ϕi
=  M B  = ϕ BT M Bϕ B
Generalized =` Ki`  ϕiT [ K B + ∆K i ]ϕi  K B  = ϕ BT K Bϕ B
Matrices
= i [ AIC ]ϕi ,
Qi  ϕ=
T
i 1,n QB  = ϕ BT [ AIC ]ϕ B , compute only once
Flutter assumes { x} = [ϕi ]{ξ d } assumes { x} = [ϕ B ]{ξ B }

Equations  S 2 M i + K i − q∞ Qi  {ξ d } =
0  S 2  M B + ϕ BT ∆M iϕ B  +  K B + ϕ BT ∆K iϕ B  − q∞ QB  {ξ B } =
0
     
• n finite element modal analyses are required for the direct method but only one for the mass
increment method.

Selection of the Baseline Structure
• Mass increment method assumes that the flutter mode in physical coordinates {x} can
be represented by the superposition of baseline modes [ϕB], i.e.
{ x} = [ϕ B ]{ξ B }
• For aircraft with a heavy store, {x} may contain a local deformation at the wing-store
juncture,
‒ ϕB should contain a mode that has a similar local deformation.
‒ Suggesting that the baseline structure should be the one with the heaviest store.
• The mass increment method is modified as:

[S [M
2
B ] [ ] ]
− φBT M H φB + φBT ∆M iφB + K B − φBT K H φB + φBT ∆K iφB − q∞ QB {ξ B } = 0
where MH and KH are the mass and stiffness matrices of the heaviest store,
respectively.

Mode Truncation and Re-normalization
of the Flutter Equation
• If only the lower order modes (for example, 30 modes) are included, the natural frequencies
computed by the mass increment method may appear in two groups.
– The natural frequencies in the low-frequency group are practically identical to these of the direct
method.
– The high-frequency group does not represent the actual natural frequencies; it corresponds to the
synthetic modes in the vicinity of the incremental mass/stiffness.
• This problem can be resolved by re-normalizing the flutter equation using large number of modes
(for example, 100 modes).
– First, solve the following eigenvalue problem:
100×100 [ Ψ ] =0
 −ω 2  M B − ϕ BT M H ϕ B + ϕ BT M iϕ B  +  K B  

– Next, re-normalizing the flutter equation,
ˆ  +  Kˆ  ˆ
100×100  {η } =
 S 2 `M − q∞ Q  0
  ` 100×100 ` ` 100×100
where   [ Ψ ]  M B − ϕ BT M H ϕ B + ϕ BT M iϕ B  [ Ψ ]
`M̂`  =
T
  [ Ψ ]  K B  [ Ψ ]
T
` K̂`  =
  [ Ψ ] [QB ][ Ψ ]
T
Q̂  =
– Finally, truncate the high-order modes for a reduced-order flutter equation:

ˆ  +  Kˆ  ˆ
 30×30  {η } =
 S 2 `M − q∞ Q  0
  `  30×30 ` `  30×30

Selected 9 Cases for Validating the Mass Increment Method
FEM Model
Store Location
Store inertia-mass diagram
950 x 104 Case P2-1-18 Case P2-8-18 Case P2-16-18
Baseline
Inertia (lb-in2)
Case P2-1-9 Case P2-8-9 Case P2-16-9

270 x 104
4 x 104 Case P2-1-1 Case P2-8-1 Case P2-16-1

250 2000 4000
Weight (lbs)
Natural Frequencies of Case P2-1-1
Using Case P2-16-18 as Baseline
Baseline
Mode Direct Mass Error (%) Mode Direct Mass Error (%)
Increment Increment
P2-1-1
1 5.495 5.495 0 18 29.891 29.892 0.0024
2 8.380 8.380 0 19 30.087 30.104 0.0560
3 8.904 8.904 0 20 32.083 32.101 0.0564
4 11.231 11.231 0 21 34.703 34.704 0.0021
5 11.845 11.845 0 22 34.934 34.940 0.0180
6 13.482 13.483 0.0063 23 35.133 35.139 0.0176
7 14.202 14.202 0 24 37.005 37.005 0
8 14.931 14.933 0.0143 25 39.530 39.531 0.0015
9 15.870 15.870 0 26 41.231 41.243 0.0286
10 16.852 16.852 0 27 43.693 43.703 0.0238
11 18.029 18.031 0.0119 28 44.460 44.510 0.1135
12 20.470 20.477 0.0350 29 46.093 46.099 0.0127
13 21.501 21.503 0.0112 30 46.403 46.437 0.0742
14 24.086 24.090 0.0152 31 47.866 47.913 0.0985
15 25.860 25.885 0.0970 32 48.836 48.945 0.2228
16 27.175 27.175 0 33 50.138 50.157 0.0381
17 27.799 27.804 0.0188 34 50.812 50.900 0.1731

Natural Frequencies of Case P2-16-18
Using Case P2-1-1 as Baseline
P2-16-18
Mass Error Mass Error

Mode Direct Mode Direct
Baseline Increment (%) Increment (%)
1 3.616 3.639 0.6277 18 26.434 26.427 -0.0265
2 3.806 3.817 0.2864 19 27.464 27.446 -0.0655
3 4.889 5.080 3.9110 20 28.719 28.854 0.4701
4 5.525 5.534 0.1665 21 29.743 29.729 -0.0471
5 8.352 8.373 0.2502 22 31.529 31.530 0.0032
6 9.565 9.572 0.0700 23 34.335 34.347 0.0349
7 10.748 10.762 0.1303 24 34.737 34.739 0.0058
8 11.811 11.820 0.0762 25 34.942 34.919 -0.0658
9 13.100 13.145 0.3435 26 36.795 36.756 -0.1060
10 14.484 14.571 0.6007 27 39.422 39.488 0.1674
11 15.428 15.503 0.4861 28 41.071 41.289 0.5308
12 16.802 16.818 0.0952 29 41.283 42.258 2.3617
13 17.874 17.997 0.6882 30 43.015 43.737 1.6785
14 20.806 20.960 0.7402 31 44.009 45.423 3.2130
15 22.388 22.633 1.0943 32 45.723 45.855 0.2887
16 22.531 23.460 4.1232 33 46.706 47.079 0.7986
17 23.767 N/A 100.00 34 47.595 48.158 1.1829

Flutter at M=0.9 Anti-Symmetric
Flutter Speed (KEAS) at g = 2% Frequency (Hz) at g = 2%

Config.
Direct Mass Incr. Error (%) Direct Mass Incr. Error (%)
P2-1-1 923 927 0.4745 8.150 8.148 -0.0209
P2-1-9 1139 1142 0.2642 7.564 7.563 -0.0145
P2-1-18 NF NF NF NF
P2-8-1* 1355 1356 0.0858 7.694 7.693 -0.0117
P2-8-9 1336 1337 0.0715 5.247 5.247 0.0000
P2-8-18 NF NF NF NF
P2-16-1* 1383 1382 -0.0806 8.144 8.145 0.0147
P2-16-9 NF NF NF NF
* Based on g = 1%, NF: No flutter below 1400 KEAS

Flutter at M=1.2 Anti-Symmetric
Flutter Speed (KEAS) Frequency (Hz)

Config.
Direct Mass Incr. Error (%) Direct Mass Incr. Error (%)
P2-1-1 668 670 0.2478 8.294 8.293 -0.0060
P2-1-9 836 831 -0.5940 7.545 7.542 -0.0371
P2-1-18 NF NF NF NF
P2-8-1 993 993 0.0763 7.597 7.597 0.0092
P2-8-9 1279 1280 0.0713 6.464 6.464 0.0046
P2-8-18 1224 1225 0.0792 8.184 8.183 -0.0098
P2-16-1 1337 1339 0.1170 6.647 6.648 0.0226
P2-16-9 1083 1083 -0.0027 5.465 5.464 -0.0018

* Based on g = 1%, NF: No flutter below 1400 KEAS

Case P2-1-1, W = 250, I = 40000
Direct, M=0.9, Sym Mass Increment, M=0.9, Sym Direct, M=1.2, Sym Mass Increment, M=1.2, Sym
0.03 0.03
0.02 0.02
1
2
Damping Coefficient g
0.01
0.01
3
0.00 0.00 4
5
-0.01 -0.01
6
-0.02 -0.02 7
8
-0.03 -0.03
9
-0.04 -0.04 10
11
-0.05 -0.05
25.0 25.0
20.0
20.0
Frequency (Hz)
Frequency (Hz)
15.0
15.0
10.0
10.0
5.0
5.0 0.0
0 200 400 600 800 1000 1200 1400 0 200 400 600 800 1000 1200 1400 0 200 400 600 800 1000 1200 1400 0 200 400 600 800 1000 1200 1400
V (KEAS) V (KEAS) V (KEAS) V (KEAS)
Direct, M=0.9, Antisym Mass Incr., M=0.9, Antisym Direct, M=1.2, Antisym Mass Incr., M=1.2, Antisym
0.03 0.03
0.02 0.02
1
2
0.01
0.01
3
0.00 0.00 4
5
-0.01 -0.01
6
-0.02 -0.02 7
8
-0.03 -0.03
9
-0.04 10
-0.04
11
-0.05 -0.05
20.0
25.0
17.5
Frequency (Hz)
20.0
Frequency (Hz)
15.0
12.5
15.0
10.0
10.0
7.5
5.0 5.0
0 200 400 600 800 1000 1200 1400 0 200 400 600 800 1000 1200 1400 0 200 400 600 800 1000 1200 1400 0 200 400 600 800 1000 1200 1400
V (KEAS) V (KEAS)
V (KEAS) V (KEAS)

Mass-Inertia Diagram Generated Using FLTPRAM
• Summarized flutter speeds in table form:
FLTPRAM WITH SETID= 4 AT MACH= 1.2000, FLUTTER ID= 102, ASECONT ID= 0 FOR 288 CONMLST/FLUTTF
INDEX PARAMA PARAMB PARAMC EQUIV-SPEED FREQ(HZ) FLAG MODE TYPE CONMLST FLUTTF
1 250. 4.E04 0.69793E+03 0.82836E+01 AT_2% 2 STRUCTURAL 20101 0
• Easy to plot the flutter speed contour using TECPLOT:

135
2000 0
V(KEAS)
130
0 1400
130
0 1350
1750 120
125
0 1300
0
1250
Pitch Inertia (slug-ft )
2
120 1300
0
110 1250 1200
1500 0 1200
1150
1200
0
125
1100
1 30 1100
0
1050
1250 1000
1000
95
1000
110
1150
11
12
0 95
00
50
0 950
950
0
1050
11
900
11 1150 900
0
1000
0
11 50 95
5 0 0
1100
11
50 11 850
8 0 0 0 00 1100
10500 859150111250 50 1200
800
12
0 13 1
50
00 20
750 1050 1100
135
0
0 750
10 110
950
1100
00 1
0100 700
13 1050
850
650
1200
50 10
50 1050
1250
500 800 13
600
950
00 11 100
1200
120 0
0
125
700 0 50 10
550
110 105
510
13
0
1 00
00
1100
500
850
250
55 0
450
0
100 1100
750
0
900
0
110
75
0
0 75 900 900 0 12
50
70 90
0
500 1000 1500 2000 2500 3000 3500 4000
Weight (lbs)

Flutter Speed Contours at M = 1.2, Anti-Symmetric
Direct, NASTRAN Mass Increment, ZAERO
2000 130
0
13
00
1300
1750 V(KEAS)
12
50 130 13 1400
0 50
1350
1250
1500 1300
115
0 1250
Pitch Inertia (slug-ft2)

110 0 1200
1150
1250
125 1100
1000
0
10 00 1050
10 50
1150
1000
1000 120 850 950
0
85
0 115
105
115 0
900
0
0 1100
00 12
800 0515
12
00
11 12
850
50
00
110
750
11
50
0 800
13 13 11 10
50 50 50 00 750
95 700
0
12 5 0 650
500 13 10
1200
00 00 600
12
50 13
00
11 10
50 00 550
12
00 12 00 500
250 450
105 11
0 00
12
50
850
500 1000 1500 2000 2500 3000 3500 4000

Weight (lbs)

CPU Time for the 288 Cases
Direct Method Mass Increment Method
• Nastran (38 modes) • Nastran (38 modes)

103 s × 288 cases × 2 b.c. = 103 s × 1 case × 2 b.c. =
59328 s = 16.5 h 206 s = 0.057 h
• ZAERO (Reads AIC and • ZAERO (Reads AIC and
computes Q) computes Q)
324 s × 288 cases = 93312 s = 324 s × 1 = 324 s = 0.09 h
26 h
• ZAERO (Flutter) • ZAERO (FLTPRAM)

99 s × 288 cases × 2 b.c. = 96 s × 288 cases × 2 b.c. =
57024 s = 15.8 h 55296 s = 15.4 h

FLTPRAM– Parametric Flutter Analysis
Description: Performs a parametric flutter analysis by executing a massive number of flutter/ASE analyses for various
mass and stiffness distributions of the structure and various control systems.
Format and Example:
1 2 3 4 5 6 7 8 9 10
FLTRPRAM SETID IDFLT FILENM RHOREF AEROLAG CONFIRM FORM CONT
CONT FLAGA GA FLAGB GB FLAGC GC FLAG0 WNOFLT CONT
CONT CONMLST1 FLUTTF1 IDCONT1 PARAMA1 PARAMB1 PARAMC1 VGFILE1 CONT
CONT CONMLST2 FLUTTF2 IDCONT2 PARAMA2 PARAMB2 PARAMC2 VGFILE2 CONT
CONT ··· ··· ··· -etc- ··· ··· ··· ···
FLTPRAM 10 20 EQUVSPEED.DAT 1.14E-7 NO YES Table +F

+F AT_3% 0.03 AT_1% 0.01 NONE NOFLT -1000.0 +F
+F 10 15 30 STORE1 STATION1 1000.0 +F
+F 0 20 20 STORE2 STATION2 2000.0 VGSTORE2.DAT +F
+F 20 0 0 STORE3 STATION1 2500.0 VGSTORE3.DAT
CONMLST
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
$
CONMLST 1 0.00258
-0.9999 3071 -0.9999 3072 -0.9999 3073
CONMLST 1 0.00258
-0.9999 3176 -0.9999 3177 -0.9999 3178 -0.9999 3179
-0.9999 3180 -0.9999 3181 -0.9999 3182 -0.9999 3183
-0.9999 3184

FLTPRAM– Parametric Flutter Analysis
A sample output of the FLTPRAM results stored on the file specified by FILENM
FLTPRAM WITH SETID= 2 AT MACH= 0.9000, FLUTTER ID= 92 FOR 9 CONMLST/FLUTTF/IDCONT CASES
MAXIMUM EQUIVALENT AIRSPEED (EQUIV-V) = 0.14065E+04, WNOFLT (FREQUENCY IF NO FLUTTER) = -0.99990E+04
EQUIV FLUTTER FLTR FLTR *----AT GA=0.020-----**-----AT GB=0.010-----**-----AT GC=0.000-----*

INDX PARAMA PARAMB PARAMC SPEED FREQ(HZ) FLAG MODE TYPE EQUIV-V FREQ(HZ) MODE EQUIV-V FREQ(HZ) MODE EQUIV-V FREQ(HZ) MODE
1 1_1 250.0 4.E+04 915.5152 8.15248 AT_2% 2 FEM 915.5152 8.15248 2 814.7727 8.21969 2 710.0199 8.27253 2
2 1_9M38 250.0 2.7E06 1125.793 7.55874 AT_2% 3 FEM 1125.793 7.55874 3 1029.499 7.68466 3 868.9031 7.86566 3
3 1_18M38 250.0 9.5E06 1406.532 -9999.00 NO.FLT 0 NO.FLTR NO.FLTR NO.FLTR 0 NO.FLTR NO.FLTR 0 NO.FLTR NO.FLTR 0
4 8_1_38 2000.0 4.0E04 1394.689 7.59159 AT_2% 4 FEM 1394.689 7.59159 4 1347.181 7.66835 4 1132.166 17.86495 11
5 8_9_38 2000.0 2.7E06 1340.240 5.25551 AT_2% 1 FEM 1340.240 5.25551 1 1077.364 5.26258 1 565.5009 5.28050 1
6 8_18M38 2000.0 9.5E06 1293.600 24.86754 AT_0% 17 FEM NO.FLTR NO.FLTR 0 NO.FLTR NO.FLTR 0 1293.600 24.86754 17
7 16_1M38 4000.0 4.5E04 1380.553 8.13726 AT_1% 5 FEM NO.FLTR NO.FLTR 0 1380.553 8.13726 5 1099.626 5.54210 3
8 16_9M38 4000.0 2.7E06 1391.715 5.47884 AT_0% 3 FEM NO.FLTR NO.FLTR 0 NO.FLTR NO.FLTR 0 1391.715 5.47884 3
9 16_18 4000.0 9.5E06 1381.406 7.94716 AT_0% 6 FEM NO.FLTR NO.FLTR 0 NO.FLTR NO.FLTR 0 1381.406 7.94716 6

Flutter Analysis of Aircraft with Asymmetric
Store Configurations Using a Half-Span Model
(The FLTASYM Module)

Flutter Analysis of Full Span Model
• To perform the flutter analysis of asymmetric store cases usually requires a full span
structural model.
– First, a clean-wing full span structural model is needed.
– Then, the store structural models are attached to the clean wing model to construct an
asymmetric structural model.
• Expanding a half span structural model to a full span structural model is by no means a
trivial task if the structural model is complex and involves the mass, stiffness, and degrees
of freedom being defined in local coordinate systems.
– Every local coordinate system must be transformed from a RHS model to a LHS model so that
the resulting mass, stiffness and degrees of freedom have the exact mirror image about the
center line of the fuselage.
– This process can not be automated by using a pre-processor and must be done manually.
• Performing a flutter analysis of the full span model implies that the problem size of the
structural and aerodynamic analysis is increased by a factor of two which causes a
significant increase of computational time.
• It is highly desirable that a flutter solution of aircraft with asymmetric store configuration
be obtained using only a half-span model.

Flutter Analysis of a Clean-Wing Full Span Configuration
• For a clean-wing full span configuration, i.e. without stores, the flutter equation reads:
 2 M R 0  KR 0  [ AIC ]RR [ AIC ]LR   x =
s  + − q∞  { } 0
 
  0 M L   0 K L  [ AIC ]RL [ AIC ]LL  
– [AIC] is the aerodynamic influence coefficient (AIC) matrix and ( )RR , ( )LR , ( )RL , and ( )LL
denote the AIC from RHS to RHS, LHS to RHS, RHS to LHS and LHS to LHS, respectively.
– Because of no store, both structural and aerodynamic models are symmetric about the centerline of
the fuselage, i.e. MR=ML, KR=KL, [AIC]RR = [AIC]LL, and [AIC]RL=[AIC]LR
• Assume the structural deformation {x} to be a linear combination of the symmetric

modes φs and anti-symmetric modes φa , i.e. φs φa 
{x} =   {ξ }
φs −φa 
– The flutter equation in the generalized coordinates becomes:

 2  2M ss 0   2 K ss 0   2Qss 0  
s
  +
   ∞  0 2Q   {ξ } =
− q 0
  0 2M aa   0 2 K aa   aa  
where
= M ss φsT=
M Rφs , M aa φa=
T
M Rφa , K ss φ=
s K Rφs , K aa φa K Rφa are the generalized mass and stiffness matrices
T T
φsT [ AIC ]RR + [ AIC ]RL  φs , Qaa =

Qss = φaT [ AIC ]RR − [ AIC ]RL  φa are the generalized aerodynamic force matrices
• This confirms that for a symmetric configuration, the flutter analysis requires only a half-span
model:
– Mss , Kss , Qss , Maa , Kaa , and Qaa can be generated using a half span model.
– Symmetric flutter analysis:  s 2 [ M ss ] + [ K ss ] − q∞ [Qss ] {ξ } =
0
– Anti-symmetric flutter analysis:  s 2 [ M aa ] + [ K aa ] − q∞ [Qaa ] {ξ } =
0
Flutter Analysis of Full Span Model with Asymmetric Stores
• If the stores are not modeled aerodynamically by assuming their aerodynamic influence to flutter to
be insignificant, the stores influence only exists structurally, i.e.
 2  M + ∆M R 0   K + ∆K R 0  [ AIC ]RR [ AIC ]LR  
s   +  − q∞    { x} =
0
  0 M + ∆M L   0 K + ∆K L  [ AIC ]RL [ AIC ]LL  
where ∆MR and ∆ML are the store incremental mass matrices attached to the RHS model and the LHS
model, respectively.
and ∆KR and ∆KL are the same as ∆MR and ∆ML, respectively, except for the incremental stiffness
matrices.
• Because of the asymmetric structures,{x} is also asymmetric, i.e., neither symmetric nor anti-
symmetric about the centerline of the fuselage.
– However, {x} can be still represented by the combination of symmetric and anti-symmetric
modes if sufficient number of modes are given, i.e.{ x} = φs φa  {ξ }still holds.
φs −φa 
• This formulates the flutter equation in the generalized coordinates:
 2  2 M ss + ∆M Rss + ∆M Lss ∆M Rsa − ∆M Lsa 
 s  
  ∆M Ras − ∆M Las 2 M aa + ∆M Raa + ∆M Laa 
 2 K ss + ∆K Rss + ∆K Lss ∆K Rsa − ∆K Lsa   2Q (ik ) 0  

+  −q∞  ss   {ξ } =
0
 ∆K Ras − ∆K Las 2 K aa + ∆K Raa + ∆K Laa   0 2Qaa (ik )  
where
∆M RT
∆M Rsa = φsT ∆M Rφa
= ∆M LT =
∆M Lsa = φsT ∆M Lφa φsT ∆M Rφs
∆M Rss = φsT ∆M Lφs
∆M Lss =
as as
φaT ∆M Rφa
∆M Raa = ∆M Laa =and ∆K Rsa =
φaT ∆M Lφa ∆K R = φs ∆K Rφa … etc.
T T
as
are the generalized incremental mass and stiffness matrices due to stores.

Construction of Flutter Equation of Aircraft with Asymmetric
Stores using Half-Span Model
• Using a half-span structural model, the symmetric and anti-symmetric modal solutions
can be generated by imposing the symmetric and anti-symmetric boundary condition
along the centerline of the fuselage, respectively.
– Mss , Maa , Kss , Kaa , φs , and φa can be readily obtained.
– Using φs and φa, the unsteady aerodynamic methods such as, ZONA6, ZONA7, and
ZTRAN can generate Qss and Qaa, respectively.
• All the generalized incremental mass and stiffness matrices due to the stores can be
calculated without performing a finite element analysis.
• Thus, all terms in the flutter equation in the generalized coordinates are obtainable using
only a half span model.
• Flutter solution can be calculated using either the k-method or g-method.

FLTASYM– Asymmetric Flutter Analysis
Description: Asymmetric flutter analysis using half span structural and aerodynamic models for structures with
asymmetric mass/stiffness distribution.
Format and Example:
1 2 3 4 5 6 7 8 9 10
FLTASYM SETID IFIX MODKEEP TABDMP MLIST CONMLST NKSTEP INTERP CONT
CONT RCONM LCONM RDELTK LDELTK RDELTM LDELTM RDELTC LDELTC
FLTASYM 100 200 20 10 20 30 35 LINEAR +FLT

+FLT 10 20 DELTAK DELTAM
• A typical application using the FLTASYM bulk data card is the

flutter analysis for an aircraft with asymmetric store
configurations such as the structural model shown to the
right where a “store 1” is mounted on the outboard weapon
station of the Right Hand Side (RHS) model and a “store 2” is Store 2 Store 1
mounted on the inboard weapon station of the Left Hand

Side (LHS) model.
• If both store 1 and store 2 are not modeled aerodynamically

by assuming the store aerodynamic influence is small, then
the asymmetric store effects exist only in the structural
matrices. The FLTASYM module can construct the
generalized mass and stiffness matrices of the above aircraft
with asymmetric stores from the symmetric and anti- Store 2 Store 1
symmetric modal solutions of a half structural model such
as the one shown on right bottom.

Bulk Data Interrelationship for FLTASYM Analysis
Case Control Command

PLTFLUT
PLTVG Subcase = n
optional optional Flutter mode
V-G data FLTASYM = k
animation
Executive Control Command FIXMATM

matched point flutter
ASSIGN FEM = AAA, required FLTASYM
BOUND = SYM IFIX FIXMACH
required FLUTTF
Bulk data card with non-matched point flutter Transfer function
Executive Control Command
required identification number = k
FIXMDEN
ASSIGN FEM = BBB, non-matched point flutter
BOUND = ANTI
RDELTK RDELTM
optional TABDMP optional RCONM optional optional optional
RDELTC
LCONM LDELTK LDELTM LDELTC
TABDMP1 CONMLIST
modal damping List of CONMi
“ASSIGN MATRIX = ” executive

CONM1/ CONM2 control command or DMIG bulk data card
Incremental mass To import G-set incremental mass/stiffness/damping matrices

Test Case: HA144F Configuration
• The baseline structural model is adopted from the HA144F case of the user’s guide of MSC.Nastran
aeroelastic analysis, called FSW airplane with bodies.
– This is a full span structural model with beam elements to model the fuselage, wings, canards, and vertical
tail and the total weight of the clean wing configuration is 16,100 lbs.
– In addition, two weapon stations on the RHS and LHS wings are also modeled.
• Three asymmetric structural models are generated from the baseline model by adding three store
masses on the RHS and LHS wings.
– Case I: 3000 lbs mass on the RHS wing store and 0 lbs mass on the LHS wing store
– Case II: 3000 lbs mass on the RHS wing store and 1000 lbs mass on the LHS wing store
– Case III: 3000 lbs mass on the RHS wing store and 2000 lbs mass on the LHS wing store
• Flutter solution of these three cases are used as the reference solutions to validate the half-span
model approach.
Case 1: 0 lbs
Case 2: 1000lbs
Case 3: 2000lbs
3000 lbs
store weight
A Full-Span Structural Model of the HA144F Case A Full-Span Aerodynamic Model of the HA144F Case

Half-Span HA144F Configuration
• A half-span HA144F model with 3,000 lbs store mass is created by removing the LHS from that of
the full-span model.
Case I: ∆MR = 3000 lbs, ∆ML = 0 lbs

Case II: ∆MR = 3000 lbs, ∆ML = 1000 lbs
Case III: ∆MR = 3000 lbs, ∆ML = 2000 lbs
A Half-Span Structural Model of the HA144F Case A Half-Span Aerodynamic Model of the HA144F Case
• By imposing the symmetric and anti-symmetric boundary conditions on the clean wing half-span
model along the centerline of the fuselage,
– Mss, Maa, Kss, Kaa, φs, and φa matrices are generated using MSC.Nastran.
– The generalized aerodynamic force matrices Qss(ik) and Qaa(ik) are computed at M=0.9 using the ZONA6
method in ZAERO.
• Three sets of ∆MRss , ∆MRaa , ∆MLss , ∆MLaa , ∆MRsa , and ∆MLsa are computed for those three store
cases.
– Case I: ∆MR = 3000 lbs, ∆ML = 0 lbs
– Case II: ∆MR = 3000 lbs, ∆ML = 1000 lbs
– Case III: ∆MR = 3000 lbs, ∆ML = 2000 lbs
Executive and Case Control Commands
• Both symmetric and anti-symmetric modal data must be imported by two “ASSIGN FEM=” Executive Control
Commands.
• Three subcases are specified in the Case Control Section.
$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$
$ $
$ HA144F FOR FLTPRAM AND AFLTPRM ANALYSES $
$ $
$ FLUTTER ANALYSIS OF MASSIVE NUMBER OF AIRCARFT+STORES CONFIGURATIONS $
$ $
$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$
$ DESCRIPTION OF THE BASE LINE FE MODEL $
$ $
$ STORE MASS =3000LB IS ATTACHED TO GRID 151 WITH CONM2 ID=1151 $
$ $
$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$
$ IMPORT SYMMETRIC MODAL DATA $
$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$
$
ASSIGN FEM=ha144f_s.f06,PRINT=0,FORM=MSC,BOUND=SYM,SUPORT=-35/90
$
$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$
$ IMPORT ANTI-SYMMETRIC MODAL DATA $
$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$
$
ASSIGN FEM=ha144f_a.f06,PRINT=0,FORM=MSC,BOUND=ANTI,SUPORT=-246/90
$$
CEND
TITLE= HA144F FORWARD SWEEP WING FOR PARAMETRIC FLUTTER ANALYSIS
ECHO = SORT
SUBCASE = 1
SUBTITLE = FLUTTER ANALYSIS FOR ASYM STORES USING HALF-SPAN MODEL
LABEL = RSW=3000,LSW=0
FLTASYM = 1300
SUBCASE = 2
FLTASYM = 1200
SUBCASE = 3
FLTASYM = 1100
BEGIN BULK

Bulk Data Card Input
$ SETID IFIX MODKEEP TABDMP MLIST CONMLST NKSTEP INTERP
FLTASYM 1300 71 30 72 +ALFLT
$
$ LCONM ID=1003 TO REMOVE 3000 LB MASS FROM LEFT STORE
$
$ RCONM LCONM RDELTK LDELTK RDELTM LDELTM PARAMA IPLTVG
+AFLT 1003 LSW0.0
$
$ Removes 3000 Lbs from LHS, rendering 0. Lbs for the LHS store
$
CONMLST 1003 .031081
-0.999 1151
$
$ CONM2 defines 3000 Lbs at GRID 151
$
CONM2 1151 151 0 3000.0
$
$

$ RCONM LCONM
+AFLT 1002 LSW1000
CONMLST 1002 .031081

-0.6666 1151
$
$
$
+ALFLT
$ RCONM LCONM
+AFLT 1001 LSW1000
CONMLST 1001 .031081
-0.3333 1151

Validation of Natural Frequencies
• The natural frequencies (ωn) of these three cases are first computed by solving the following eigenvalue
problem,
  2 M ss + ∆M Rss + ∆M Lss ∆M Rsa − ∆M Lsa   2 K ss 0 
 −ωn2  +  {ξ } =
0
  ∆M Ras − ∆M Las 2 M aa + ∆M Raa + ∆M Laa   0 2 K aa  

• Excellent agreement of natural frequencies with the solutions of the full-span model is obtained.
Natural Frequencies (Hz) of the Three Test Cases

CASE I* CASE II** CASE III***
Mode Full Half Full Half Full Half

Error Error Error
Span Span Span Span Span Span
(%) (%) (%)
Model Model Model Model Model Model
6 6.455 6.454 0.015 6.222 6.222 0.000 6.017 6.016 0.017
7 9.289 9.287 0.022 8.970 8.969 0.011 8.765 8.765 0.000
8 17.858 17.857 0.006 17.679 17.679 0.000 17.526 17.526 0.000
9 22.141 22.141 0.000 22.036 22.036 0.000 21.928 21.928 0.000
10 28.252 28.250 0.007 27.551 27.549 0.007 26.476 26.475 0.004
11 32.548 32.543 0.015 30.430 30.425 0.016 28.824 28.823 0.003
12 37.830 37.822 0.021 36.014 36.012 0.006 35.307 35.307 0.000
* CASE I: 3000 lbs at RHS store and 0 lbs at LHS store

** CASE II: 3000 lbs at RHS store and 1000 lbs at LHS store
*** CASE III: 3000 lbs at RHS store and 2000 lbs at LHS store

Flutter Speed, Frequency, and Computation Time of the
Three Test Cases at M=0.9
• Excellent agreement between the full-span model and half-span model approaches of flutter speeds
and frequencies of the three cases is shown in the following table.
CASE I* CASE II** CASE III***
Full Span Half Span Full Span Half Span Full Span Half Span
Model Model Model Model Model Model
Flutter
1069.73 1069.74 1074.22 1074.23 1077.81 1077.81
Speed (ft/s)
Flutter
4.8967 4.8968 4.7070 4.7080 4.5753 4.5770
Frequency (Hz)
* CASE I: 3000 lbs at RHS store and 0 lbs at LHS store
** CASE II: 3000 lbs at RHS store and 1000 lbs at LHS store
*** CASE III: 3000 lbs at RHS store and 2000 lbs at LHS store
• The computational time including the unsteady aerodynamic and flutter solution computations of
each case is 24 min. 37 sec. for the full-span model approach and 9 min. 44 sec. for the half-span
model approach, showing that a large amount of saving in computational time is achieved by the
half-span model approach.
• This amount of saving in computational time does not include the structural modal analysis. For a
complex structural model involving millions of degrees of freedom, the saving in computational time
for the structural modal analysis could be more significant than the unsteady aerodynamic and
flutter solution computations.

Rapid Flutter Analysis for Massive Number of Asymmetric Store Cases
• If stores are not modeled aerodynamically, all terms in the flutter equation is
independent of stores except the incremental generalized mass matrices of the stores.
– Mss, Maa, Kss, Kaa, φs, φa, Qss, and Qaa can be computed once for all.
– For each store case, ∆MRss , ∆MRaa, ∆MLss, ∆MLaa, ∆MRsa, and ∆MLsa can be
computed without performing the finite element analysis.
• This implies that the flutter equations of massive number of asymmetric store cases
can be rapidly constructed and solved.
– Only one symmetric and anti-symmetric finite element modal analysis of the
baseline half-span model is required.
– On the other hand, the full-span model requires the finite element model
analysis of each store case unless the FLTPRAM module is used.
• Massive number of flutter solutions for asymmetric store configurations can be rapidly
generated using the AFLTPRM module in ZAERO.
• The AFLTPRM module is similar to the FLTPRAM module but for asymmetric store
configurations using a half-span model.

Conclusions
• A flutter solution technique for aircraft with asymmetric store configurations but using
only a half span model is developed.
• This half-span model approach can practically generate the same flutter solution as that
of the full-span model approach but with significant savings in computational time.
• The tedious efforts in expanding the half span structural model to a full span structural
model can be avoided which further reduces the cost of engineering manpower.
• This half-span model approach can be used as a rapid flutter screening method to
identify the critical flutter cases among massive number of aircraft with asymmetric
store configurations.

Section 7
Section 7.5 Using Ground Vibration Test (GVT) Data for

Flutter Analysis

Background
• Structural dynamic characteristics predicted by the finite element analysis may not be in
good agreement with the GVT data. Therefore, it is desirable to directly use the GVT data
for flutter analysis.
• The inaccuracy of the finite element result usually is caused by the difficulty in accurately
modeling the stiffness of the real structure. However, the mass distribution of the real
structure usually can be accurately represented by the finite element model.
• To construct the flutter equation  s 2 M hh + K hh - q∞Qhh ( iω ) ξ =
0 requires:
– The generalized mass matrix: M = [φ ]  M  [φ ] , where [φ ] is the mode shape matrix
hh
T
gg
and  M  is the global set (g-set) mass matrix.

gg
– The generalized stiffness matrix K = ω  [ M ] , where ω  is a diagonal matrix

hh
2
n hh
2
n
containing the natural frequencies ω n
– The generalized aerodynamic forces Q = [φ ] [ AIC ][φ ]

hh
T
• GVT can measure the natural frequencies and mode shapes at the accelerometer
locations, [φ ]. Some GVT techniques can measure the generalized masses, but may not
GVT
be accurate.
• The GVT2FEM module in ZAERO can use the GVT measured natural frequencies and
mode shapes to perform aeroelastic analysis.
– The input of the GVT2FEM module are the GVT data and the g-set mass matrix.
– The major task of the GVT2FEM module is to interpolate the GVT measured mode
shapes from the accelerometer locations, [φ ] , to the grid points of the finite
GVT
element model (FEM), [φ ].

FEM

The Methodology of GVT2FEM
• To perform an aeroelastic analysis such as flutter requires three types of structural data,
the generalized mass matrix, [ M ] , generalized stiffness matrix, [ K ] , and mode shape
hh hh
matrix at the FEM grids, [φ ] . FEM
• The methodology behind the GVT2FEM bulk data card is shown as follows:
– The mode shapes, [φ ] , measured at GVT accelerometer locations can be mapped
GVT
to the FEM grids using the spline methods such as the infinite plate spline (IPS),
thin plate spline (TPS) and beam method that jointly construct a spline matrix in
the following equation: [φFEM ] = [ SPLINE ][φGVT ]
– It is assumed that the g-set mass matrix,  M  , of the FEM is accurate, i.e.
gg
 M  accurately represents the mass distribution of the real structure.

gg
• Then, [ M ] = [φ ]  M  [φ ] , [ K ] = ω  [ M ] , and

hh FEM
T
gg FEM hh
2
n hh [Qhh ] = [φFEM ] [ AIC ][φFEM ] ,
T
where ωn is
the GVT measured natural frequencies.
• Thus, the flutter equation, 0 , can be constructed.
 s 2 M hh + K hh - q∞Qhh ( iω )  ξ =
• The validity of GVT2FEM depends on the accuracy of  M  and the spline methods.
gg
– If both are accurate, the generalized mass matrix should have all diagonal terms
being much larger than the off-diagonal terms.
– Then, all off-diagonal terms in the generalized mass matrix can be replaced by
zeros, rendering the generalized stiffness matrix also a diagonal matrix.
GVT2FEM – GVT Data for Aeroelastic Analysis
Description: Replace the mode shapes and natural frequencies computed by the structural finite element solver by
those measured by the ground vibration test (GVT).
Format and Example:
1 2 3 4 5 6 7 8 9 10
GVT2FEM SYM CORD2R FLIP SCALE GVTINP MODOUT SPLNDOF FEMOUT CONT
CONT METHOD1 FEMGRID1 GVTGRID1 CID1 FLEX1 EPS1 CURV1 PLTPAN1 CONT
CONT METHOD2 FEMGRID2 GVTGRID2 CID2 FLEX2 EPS2 CURV2 PLTPAN2 CONT
CONT ..... etc ....
GVT2FEM ASYM 1 XZ 100 200 300 400 +G

+G ZERO 101 140 +G
+G TPS 110 120 0.0 0.001 1000 +G
+G IPS 210 220 230 2000
SYM Character string either “SYM”, “ANTI”, or “ASYM” that matches with the entry
BOUNDARY of the “ASSIGN FEM=” Executive Control Command whose imported
modal data is replaced by those measured by GVT.
Note that to activate the GVT2FEM bulk data card, the global set (g-set) mass matrix
must be imported by the “ASSIGN MATRIX=” Executive Control Command with entry
MNAME=MGG. (Character, default=“SYM”) (See Remark 1)
CORD2R Identification number of a CORD2R bulk data card to transform the GVT grids (sensor
locations) to the finite element model (FEM) coordinate system. (Integer ≥ 0) (See Remark
2).
FLIP Character string either “XY”, “XZ”, “YZ”, or blank.
For FLIP=“XY”, the symmetric plane is the x-y plane and the GVT model and the FEM
are located on opposite sides of the symmetric plane. The GVT grid locations will be
mirrored about the xy-plane to the FEM side.
For FLIP=“XZ”, the same as FLIP=“XY” except that the symmetric plane is the x-z plane.
For FLIP=“YZ”, the same as FLIP=“XY” except that the symmetric plane is the y-z plane.
For FLIP=blank, the GVT model and FEM are on the same side.
(Character, Default = blank).
GVT2FEM – GVT Data for Aeroelastic Analysis (Cont.)
SCALE Scale factor relating the GVT model to the FEM to, e.g., perform unit conversion.
Coordinates of the GVT model will be multiplied by 1.0/SCALE before performing the
aeroelastic analysis. (Real > 0.0, default=1.0).
GVTINP Identification number of an EXTFILE bulk data card to specify the name of an input file
on which the GVT data is stored. (Integer > 0) (See Remark 3)
MODOUT Identification number of an EXTFILE bulk data card to specify the name of an output
file on which the mapped GVT-measured mode shapes at the FEM grids are written in the
OUTPUT4 format. (Integer ≥ 0)
SPLNDOF Identification number of a GVTSDOF bulk data to relate a dependent degree of freedom
(d.o.f) at a GVT grid to two other independent d.o.f.’s at two GVT grids. (Integer ≥ 0)
FEMOUT Identification number of an EXTFILE bulk data card to specify the name of an output
file on which the modified FEM modal solution output file that is imported by the
“ASSIGN FEM=” executive control command will be written. In this modified file, the
natural frequencies, generalized stiffness, and generalized masses as well as the mapped
mode shapes at FEM grids are replaced by those of the GVT. The user can import this file
by the “ASSIGN FEM=” executive control commend into another ZAERO job to
perform an aeroelastic analysis using GVT measured data. (Integer ≥ 0)
METHODi Character string either “ZERO”, “BEAM”, “IPS”, or “TPS” to specify a spline method for
mapping the GVT mode shapes from the GVT grids to the FEM grids.
For METHODi=“ZERO”, the spline method is described in the SPLINE0 bulk data card.
Typically, METHOD=”ZERO” is applied to the FEM grids of the wind tunnel model
supporting structure if they are included in the finite element model.
For METHODi=“IPS”, the spline method is described in the SPLINE1 bulk data card.
For METHODi=“BEAM”, the spline method is described in the SPLINE2 bulk data card.
For METHODi=“TPS”, the spline method is described in the SPLINE3 bulk data card.
(Character, default=“TPS”).

GVT2FEM – GVT Data for Aeroelastic Analysis (Cont.)
FEMGRIDi Identification number of a SET1/SETADD bulk data card to list a set of FEM grid
identification numbers involved in this spline method. Among all FEM grids listed by all
FEMGRIDi entries, no duplicated identification number can exist. In addition, all FEM
grids must be referred to by all FEMGRIDi entries only once. (Integer > 0).
GVTGRIDi Identification number of a SET1/SETADD bulk data card to list a set of GVT grid
identification numbers involved in this spline method. For those GVT grids listed by the
same entry FEMGRIDi, no duplicated identification number can exist. However, between
different SET1 bulk data card, the same GVT grids can be used. Note that if
METHODi=“ZERO” the entry GVTGRIDi is not used. (Integer > 0).
CIDi Identification number that refers to a CORD2R bulk data card whose specified coordinate
system is in the FEM coordinate system.
For METHODi=“ZERO” or “TPS”, CIDi is not used.
For METHODi=“IPS”, the x-y plane defined by the CORD2R bulk data card is the spline
plane for the infinite plate spline method.
For METHODi=“BEAM”, the z-axis defined by the CORD2R bulk data card is the spline
axis for the beam spline method.
(Integer ≥ 0).
FLEXi Linear attachment flexibility. See the entry DZ in the SPLINE1 bulk data card. (Real ≥
0.0, default=0.0).
EPSi Multiplication factor to obtain a small tolerance for detecting duplicated location of GVT
grids. See the entry EPS of the SPLINE1 bulk data card. (Real > 0.0, default=0.01).
CURVi Curvature effects of the torsion stiffness, Used only if METHODi=“BEAM”. See the entry
CURV of the SPLINE2 bulk data card. (Real ≥ 0.0, default=1.0)
PLTPANi Integer, its absolute value determines identification number of an EXTFILE bulk data
card to specify the name of an output file on which the FEM grids listed in the SET1 bulk
data card specified by the entry FEMGRIDi and the GVT grids listed in the SET1 bulk
data card specified by the entry GVTGRIDi except transformed in the FEM coordinate
system will be written. (Integer) (See Remark 4).

Test Case for GVT2FEM
• A wing-pylon-engine nacelle model is
selected as the test case.
• The FEM contains 253 grids shown by
the blue circles in the Figure on the
right hand side (RHS). 20 modes are
generated by Nastran.
• Among the 253 grids, only 120 grids
shown by the red circles in the Figure
on the RHS are selected as the GVT
grids. The mode shapes at those GVT
grids are treated as the GVT
measured modes.
• Using the GVT2FEM module, the 20 GVT modes at the 120 GVT grids are splined back
to the 253 FEM grids.
• The accuracy of the GVT2FEM module can be verified by:
– first, comparing the splined modes with those directly computed by Nastran.
– then, showing that the generalized mass matrix is a nearly diagonal matrix.
– finally, comparing the flutter solution using the Nastran computed modal data with
that using the GVT2FEM results.
Setup of the GVT2FEM Bulk Data Card
• The 20 GVT modes shapes at the 120 GVT grids are listed in the files: gvt-c.txt.
$ SYM CORD2R FLIP SCALE GVTINP MODOUT SPLNDOF FEMOUT
$ METHOD FEMGRID GVTGRID CID FLEX EPS CURV PLTPAN
GVT2FEM SYM 1 +G2F
$ Infinite Plate Spline for Wing Grids
+G2F IPS 1000 1010 400 0.0001 +G2F
$ Thin Plate Spline for Winglet Grids
+G2F TPS 6000 6010 +G2F
$ Infinite Plate Spline for Pylon Grids
+G2F IPS 3100 3110 100 0.0001 +G2F
$ Thin Plate Spline for Engine Grids
+G2F TPS 2100 2110
$ Input File Containing GVT data
EXTFILE 1 gvt-c.txt
• SET1 bulk data cards with ID=1000 and 1010 list the FEM grids and GVT grids,
respectively, on the wing.
respectively, on the winglet.
respectively, on the pylon.
respectively, on the engine nacelle.
The Aerodynamic Model
• The fuselage and engine nacelle are modeled by BODY7 bulk data cards and wing,
winglet and pylon are modeled by CAERO7 bulk data cards.
• The AIC matrix is generated by the ZONA6 method at Mach number =0.6.
• Two sets of mode shapes are generated on the aerodynamic model through the SPLINE
module. The fuselage is stationary.
– From the Nastran computed modes called the Nastran modes.
– From the GVT2FEM generated modes called the GVT2FEM modes.

Comparison of mode shapes
• The Nastran modes and GVT2FEM modes are practically identical.
Nastran GVT2FEM Nastran GVT2FEM

ω1 =10.59 Hz ω2 =12.83 Hz

ω3 =17.07 Hz ω4 =23.50 Hz

ω5 =29.62 Hz ω6 =41.94 Hz

The Generalized Mass Matrix Generated by GVT2FEM
• Using the g-set mass matrix generated by Nastran, the generalized mass matrix is
computed by [ M ] = [φ
hh ]  M  [φ
GVT 2 FEM
T
] gg GVT 2 FEM
• The generalized mass matrix shown below is a nearly diagonal matrix, verifying that the
orthogonality between the GVT2FEM modes and the g-set mass matrix is maintained by
the GVT2FEM module.
1 2 3 4 5 6 7 8 9 10 11 12
1 1.001 -0.001 0.000 0.000 -0.001 0.001 0.001 -0.002 0.001 -0.004 -0.003 0.003
2 -0.001 1.000 0.000 0.000 0.000 0.003 -0.002 0.000 0.000 0.000 0.001 0.000
3 0.000 0.000 1.003 0.000 0.000 0.001 0.002 -0.001 0.004 0.009 0.004 -0.004
4 0.000 0.000 0.000 1.002 -0.001 0.001 -0.001 0.000 0.005 -0.003 0.002 0.004
5 -0.001 0.000 0.000 -0.001 1.001 -0.001 -0.001 0.001 -0.001 -0.003 0.000 0.001
6 0.001 0.003 0.001 0.001 -0.001 1.014 -0.003 -0.004 -0.001 0.002 -0.001 -0.002
7 0.001 -0.002 0.002 -0.001 -0.001 -0.003 1.000 0.001 -0.004 -0.010 -0.004 0.005
8 -0.002 0.000 -0.001 0.000 0.001 -0.004 0.001 1.004 -0.005 0.010 0.007 -0.007
9 0.001 0.000 0.004 0.005 -0.001 -0.001 -0.004 -0.005 1.000 -0.012 0.002 0.007
10 -0.004 0.000 0.009 -0.003 -0.003 0.002 -0.010 0.010 -0.012 0.990 -0.004 0.006
11 -0.003 0.001 0.004 0.002 0.000 -0.001 -0.004 0.007 0.002 -0.004 0.995 0.007
12 0.003 0.000 -0.004 0.004 0.001 -0.002 0.005 -0.007 0.007 0.006 0.007 1.001

Comparison of Flutter Solutions
• Two sets of flutter solution are computed by the FLUTTER module in ZAERO:
– using the generalized mass and stiffness matrices and mode shapes directly
computed by NASTRAN.
– using those generated by the GVT2FEM module.
• The v-g diagrams shown below of those two sets of flutter solution are nearly identical,
demonstrating the accuracy of the GVT2FEM module for flutter analysis if
– the g-set mass matrix of the FEM can accurately represent the mass distribution of
the real structure.
– sufficient number of accelerometers are used by the GVT so that the GVT
measured modes can be accurately splined to the FEM grids. .
Nastran GVT2FEM

Conclusions
• The accuracy of the flutter solution heavily depends on the accuracy of the mode shapes
and natural frequencies predicted by the finite element analysis (FEA).
• The traditional method for improving the accuracy of the FEM usually is achieved by
tuning the stiffness distribution of the FEM. But
– simultaneously matching with the GVT measured natural frequencies and mode
shapes of all critical modes is difficult.
– this tuning process is usually very tedious.
• To date, because the mass distribution of the structure can be directly calculated from
the CAD model, the g-set mass matrix is usually accurate.
– Using the GVT2FEM module, accurate generalized mass matrix can be obtained.
– Using the GVT measured natural frequencies, accurate generalized stiffness can be
also obtained which completely bypasses the tuning process of the stiffness
distribution of the FEM.
• The GVT2FEM module also can be used to determine the optimum number and locations
of the accelerometers prior to GVT.
– By selecting a reduced set of grid points from the FEM and treating the FEA
computed mode shapes as the GVT measured modes, flutter solution can be
obtained by the GVT2FEM module.
– Repeating this process until the GVT2FEM flutter solution agrees with the flutter
solution directly using the FEA computed modal data.

Section 8
Section 8.1 Static
Aeroelastic/Trim Analysis:
Theoretical Background

Problem Statement of Trim Analysis
• The trim analysis solves a set of unknown “trim variables” and/or ‘trim degree of freedom (d.o.f.)”
for the balance of 6 d.o.f. forces and moments about C.G. between the aerodynamic and inertial
loads,
‒ The trim variable vector can be expressed as,
{a} = {α , β , p, q, r , δ i ,...}
T
α is the angle of attack, β is the side slip angle, p is the roll rate, q is the pitch rate, r is the yaw
rate, and δi , i = 1, …, C-set, is the deflection angle of the ith aerodynamic control surface.
‒ The trim d.o.f. vector contains the acceleration at C.G. of the aircraft:
{ur } = { N x , N y , N z , p , q , r}
T
Nx, Ny and Nz are the accelerations along x, y, and z axes.

and p , q and r are the angular accelerations about x, y, and z axes.
• The net distributed loads on the structure are the difference between the distributed aerodynamic
and inertial loads:
[ KGG =
]{ x} {F } − {F }
aG IG
{ }
where [ K GG ] is the G-set stiffness matrix, {x} is the structural deformation, FaG is the G-set (8.1)
{ }
aerodynamic force vector and FIG is the G-set inertial force vector.

The Distributed Aerodynamic Force Vector
• The total distributed aerodynamic forces, {Fa } , consists of the “incremental aerodynamic feedback
force” due to structural deformation, {Ff ( x )}, and the aerodynamic forces on a rigid aircraft, :
G
= FaG { } {
FfG ( x ) + FRG } { } (8.2)
• {Ff } is related to {x}by the AIC matrix:
G
= { }
∞ [ GKG ] [ AIC ][ GKG ]{ x}
FfG ( x ) q= q∞ [ AIC ]{x}
T
(8.3)
where [GKG ] is the spline matrix.
 ∂f 
• {F RG , p, q, r , δ i ,...)} [GKG ]
(α , β=  ∂a  { a} + [
T
GKG ]
T
{F0K } (8.4)
– ∂f ∂a  contains the distributed aerodynamic force derivatives w.r.t. the trim variables.
∂f  = [
–  ∂a  AIC [ R ] [ c ]
where [φR] and [φc] are the rigid body mode and control surface mode
] φ φ 
matrices at the K-set d.o.f., respectively.
– {F0 } is the K-set aerodynamic forces at the mean flow condition (called the “THKCAM”) due to
K
thickness and camber of the configuration and the mean angle of attack (α0), mean side slip angle
(β0), mean control surface deflection (δ0) … etc.
– The thickness and camber is defined in the PAFOIL7 bulk data card and α0 , β0, and δ0 are specified in
the TRIMFLT bulk data card.
• Note that all aerodynamic forces are computed at K-set and mapped to the G-set by [GKG ].
T

The Distributed Inertial Force Vector
• The distributed inertial forces, {FI } is due to the acceleration of the rigid aircraft,
G
.{u}, and the oscillation of the structure, {x} :

=FIG{ } [ M ]{{x} + {u}} , [ M ] is the G-set mass matrix
GG GG (8.5)
where {x} = 0 is assumed because:
‒ trim analysis is a static aeroelastic problem that does not involve the
structural oscillation.
‒ if {x} is considered, the response of the aircraft becomes a “dynamic loads”
problem.
• {u} can be related to the trim d.o.f. by the rigid body modal matrix, φR  : G
{u} = φR  {ur }

G
(8.6)
• Substituting Eq. (8.6) into Eq. (8.5) yields:
{F } = [ M ] φ
IG GG RG
 {ur }
 (8.7)

The Modal Approach
• Substituting Eqs. (8.3), (8.4), and (8.5) into Eq. (8.1) yields,
∂f 
[ KGG ]{ x} + [ M GG ] φ  {ur } − q∞  AIC  { x}= [GKG ]  { }
{a} + [GKG ] F0K
T T
RG 
 ∂a 
(8.8)
• The modal approach approximates:
{ x} = φe  {qe } G
(8.9)
‒ where φe  is the elastic modal matrix (excluding rigid body modes because the rigid body mode
G
cannot produce internal loads in the structure).

‒ For a whole aircraft structure, normally the lowest fifty elastic modes are sufficient to achieve a
converged selection.
• Plugging Eq. (8.9) into Eq. (8.8) and pre-multiplied the resulting equation by
and φ , respectively give,
T T
φRG  eG

0
∂f
 φe  {qe } φR  [GKG ]T   {a} + φR  [GKG ]T F0 { } (8.10)
T T T T
[ KGG ] φe  {qe } + [ M rr ]{ur } − q∞ φR
φRG  G

G 
 AIC=
  G   G  ∂a   G K
0 T ∂f
[ K ] − φ T [ M ] φ  − q [Q =  φeG  [GKG ]   {a} + φeG  [GKG ] F0K
{ }
T T
ee ] {qe }
T
 ee  e  GG  R 
G ∞ G
  ∂a  (8.11)
and φe  .
T
‒
T
φ  [ KGG ] φe =0 and φe  [ M GG ] φR  = 0 because of the orthogonality between φRG 
 RG  G   G  G G
T
‒ [ M rr ] = φR G
 [ M GG ] φR G  is the 6×6 rigid body mass matrix.
T
‒ [ K ee ] = φe G
 [ KGG ] φe  is the generalized stiffness matrix of the elastic modes.
G
T
‒ [Qee ] = φe   AIC  φe  is the generalized aerodynamic force matrix of the elastic modes at k=0,
G G
and is a real matrix because its imaginary part is zero at k=0.

The Trim Equations
• Inverting the LHS matrix of Eq. (8.11) and substituting {q } into Eq. (8.10) yield a matrix e
equation in the following general form:

[ M=
rr ]{ur }
  Fr  {a} + F0r { } (8.12)
 Fr  = φRG  [ A + I ][GKG ] [ ∂f ∂a ]
T T
–
–  F0r  = φRG  [ A + I ][GKG ] { F0K }
T T
– A q∞ [ AIC ] φe  [ K ee − q∞Qee ]−1 φe  is the so-called aeroelastic amplification matrix.
T
G G
• The trim equations involve the steady aerodynamic stability derivatives of the rigid
aircraft:  C ,C ,C ,bC ,cC ,bC 
T
dα yα Lα α mα nα
T  ∂f   
φRG  [GKG ] φRG  [GKG ] { F0K } = q∞ S Cd0 ,C y0 ,CL0 ,bC 0 ,cCm0 ,bCn0 
T T T T
 ∂a  = q∞ S  C d β
,C y β
,C Lβ
,bC  β
,cC mβ
,bC nβ 
  
 
‒ These coefficients can be replaced by the user’s supplied values obtained by the wind
tunnel test.
One G trim equation (Nz=1G) requires that
• Splitting {u } and {a} into a given set and
r weight equals lift force. C
an unknown set, respectively, L
{u } = {u ,u } and {a} = {a ,a }

T T
(
W  N z q∞ S CLα α + CL0
= )
r g u g u CL 0 CLα
yields the trim equation: =α (W  N z − q∞ SCL0 / q∞ SCLα )
u   ug  α
[ M rr ] ,−  Fr    u  =
 u  u  a 
− [ rr ]g  r  g  a  + F0r
M ,  F   { }
 u  g
Divergence Analysis of Restrained Structures
• The matrix in the Left Hand Side (LHS) of Eq. (8.11) is singular if the dynamic pressure,
q∞, reaches the lowest real eigenvalue of the matrix.
[ K ee ] − λlowest [Qee ] {qe } =
0 (8.13)
• λlowest is the so-called “divergence dynamic pressure” at which the structure encounters
the divergence problem.
• Prior to the trim analysis, λlowest is calculated first to ensure the input dynamic pressure
for the trim analysis is below λlowest .
• λlowest is the divergence dynamic pressure of the restrained structure, i.e. the rigid body
modes are excluded.
‒ For a supported structure, λlowest agrees with the divergence dynamic pressure (with a
zero frequency) calculated by the g-method flutter analysis.
‒ For a free-free structure, the divergence dynamic pressure calculated by the g-method
is usually slightly higher than λlowest and associated with a small non-zero frequency.
‒ The divergence of a free-free structure is called the “dynamic divergence.”

Determined and Over-Determined Trim System
• If the total number of uu and au equals the number of trim d.o.f, the trim equation can
be solved by directly inverting its LHS matrix. This equation is called the “determined
trim system”.
• If this total number is less than the number of trim d.o.f, this trim equation is called the
“under-determined trim system” and is unsolvable.
• If the total number is greater than the number of trim d.o.f, this trim equation is called
the “over-determined trim system.” To solve the over-determined trim system require
the minimization of an objective function while subjected to a set of constraint
functions. For example:
‒ Maximizing roll rate of AAW that has four control surfaces on each wing while the
hinge moments can not exceed a designed value.
‒ Minimizing wing root bending moment of a joined-wing that has three control
surfaces on each wing while the control surface deflection must be within an upper
and a lower bounds.

Technical Merits of ZAERO TRIM Module
• ZAERO TRIM module employs the modal approach whereas Nastran TRIM module uses
the direct method.
– The size of the trim matrix (that is fully populated and asymmetric) is number of
modes for the modal approach and is the number of A-set d.o.f. for the Nastran
direct method.
– For a large finite element model, no more than 100 modes are sufficient for the
modal approach to converge. However, to solve such a large trim matrix by the
direct method requires large computation time.
• ZAERO TRIM module is capable of dealing with both determined and over-determined
trim system. Whereas Nastran TRIM module can only handle determined trim system.
• For a symmetric configuration (symmetric about the x-z plane), ZAERO TRIM module only
requires a half-span structural and aerodynamic models even for an asymmetric trim
condition.
• However, the Nastran TRIM module always requires a full-span model for an asymmetric
trim condition.

Validity of the Modal Approach for TRIM Analysis
• The mode shapes are treated as a set of shape functions.
– The deformation of the structure is assumed to be superposition of a set of shape functions.
– Because mode shapes satisfy the boundary conditions of the structure, they are the best shape
functions.
– The common misconception of the modal approach versus the Nastran direct method for static
aeroelastic analysis is that the modal approach depends on the mass distribution of the
structural model whereas the Nastran direct method does not.
• For a free-free structure, the flexible aerodynamic stability derivative computed by the
modal approach is nearly independent of the modes as long as the center of gravity
(C.G.) is invariant.
– Because inertial relief is required for the free-free static aeroelastic analysis, the mass matrix is
involved in both modal approach and the Nastran direct method. Thus, if C.G. is changed, the
solutions of both the modal approach and the Nastran direct method change.
– If all masses in the structural model are scaled by a factor, i.e. C.G. is unchanged, the flexible
aerodynamic stability derivatives of both modal approach and the Nastran direct approach are
unchanged.
• For a clamped structure,

– The solution of the modal approach is independent of the mass matrix, i.e. any mass matrix
gives the same flexible aerodynamic stability derivatives.

Validation Examples for the Modal Approach
• A Free-Free Forward Swept Wing Sample Case (M=0.9, q=1200psf, rolling pull-out)
Nominal Nominal Nominal Mass

Mass Mass × 0.1 × 2.0
Natural Frequency (Hz)
First Mode 7.57 23.94 5.35
Second Mode 9.83 31.09 6.95
Flexible Stability Derivatives
CLα (1/rad) 8.242 8.242 8.242
CMα (1/rad) -4.846 -4.846 -4.846
• A Clamped Forward Swept Wing Sample Case (M=0.9, q=1200psf, 1-g level flight)
Perturbed Mass at
Nominal Mass
GRID ID=100, 112
Clamped
Natural Frequency (Hz)
First Mode 8.81 9.45
Second Mode 9.81 10.87
Flexible Stability Derivatives
CLα (1/rad) 6.781 6.781
CMα (1/rad) -3.811 -3.811

Optimization for Solving the Over-Determined Trim System
• The general optimization problem can be formulated as:

‒ Minimizing the objective function: Obj(x)
‒ Subjected to the constraint functions: Gj(x)<0.0, j=1,…,N
‒ x is the design variables, i.e. uu and au .
• ZAERO requires the user to define a set of “trim functions”, Fi ( uu ,au ), such as section
loads, grid point displacement/force, element stress/strain, aerodynamic forces and
moments, …etc. The trim functions can be selected as the objective function and
constraint functions:
‒ Obj( x ) = ∑ Ci Fi where Ci is a weighting factor.
‒ Fi < Fi ( x ) < Fi , i =
min max
1,...,N
‒ uu < uu < uu
min max
‒ au < au < au
min max
• Some trim functions require additional input via “ASSIGNED MATRIX =” executive
control command or the DMI bulk data card. For example:
‒ Grid point inertial force needs [MGG] from “ASSIGN MATRIX= ” for:
{F } = [ M ] φ  {u }
IG GG RG r
‒ Element stress needs the modal stresses, {σ ε } from DMI for:

{σ } = [σ ε ]{qe }
‒ [MGG] and [σε] can be provided by structural finite element analysis.

Section 8
Section 8.2 Static Aeroelastic Analysis:

Trim Analysis and Bulk Data Card Input

Bulk Data Cards for Trim Analysis
Defines the flight condition, rigid body mass matrix, trim degrees Required, if the TRIM Case
TRIM of freedom and trim variables to perform static aeroelastic/trim Control Command is selected in
analysis. the Case Control Section
TRIMADD Defines a trim function as a function of other trim functions. Optional
Defines a set of constraint functions to be satisfied for solving the Required only for the over-
TRIMCON
over-determined trim system. determined trim system
Defines a trim function whose value depends on the trim variables Required only for the over-
TRIMFNC
and trim degrees of freedom. determined trim system
Defines a set of coefficient and trim variable identification number
TRIMLNK Optional
pairs for trim variable linking.
Defines an objective function to be minimized for solving the over- Required only for the over-
TRIMOBJ
determined trim system. determined trim system
Required if a TRIM bulk data
TRIMVAR Defines a trim variable for the static aeroelastic/trim analysis.
card is active
Generates a graphic file for displaying the deformed aerodynamic
PLTTRIM Optional
model and pressures.
• PLTTRIM can be used to generate a file that contains the flight loads in terms of NASTRAN FORCE
and MOMENT bulk data cards at the structural finite element grid points. The user can insert this
file back to the finite element model to perform a static analysis for detailed stress calculations.

Bulk Data Interrelationship for Trim Analysis
PLTTRIM Case Control Section Executive Control Command
Post-processing Subcase = n
of the trim results ASSIGN MATRIX = FILENM,
TRIM = K MNAME = ‘SMGH’
and/or
ASSIGN MATRIX = FILENM,
MNAME = ‘AMGH’
[SMGH] and/or [AMGH] for Distributed Inertial Loads Calculation
MKAEROZ LOADSET (Optional)

TRIM
• Steady aerodynamic at k=0 IDMK
Bulk Data Card with
• Define Mach number and mean Identification Number = K
flow condition.
Required only for Over-Determined
Trim System
IDVAR
IDOBJ IDCONS
TRIMVAR TRIMOBJ TRIMCON

• Program-Assigned Trim Variables Defines an Defines a Set of
• Control Surface Type of Trim Variables Objective Function Constraint Functions
• User-Defined Trim Variables
IDLINK
IDFNC
(Optional)
TRIMLNK
DMI TRIMADD TRIMFNC SET1
(Optional) Defines Trim IDFNC
Variable Linking Defines a Trim Defines a Trim List of a Set of
Function as a Function Trim Functions
Function of Other for Print-Out
Trim Functions
ISSET
DMI Bulk Data Card IASET ISSET
or ASSIGN MATRIX=FILENAME, (Optional) (Optional)
MNAME=‘DMI’
AEFACT / DMI LOADMOD
Executive Control Command for List of Modal Defines Component
User-Supplied Distributed Values Loads
Aerodynamic Pressure Distribution

The TRIM Bulk Data Card
Used for
Trim card ID MKAEROZ Dynamic over-determined Defines the c.g. location
(ref. by case control) reference Pressure trim system relative to REFX,REFY,REFZ
specified in the AEROZ card
1 2 3 4 5 6 7 8 9 10
Weight-to-mass 6×6 rigid body
TRIM TRIMID IDMK QINF IDOBJ IDCONS RHOX RHOY RHOZ CONT mass matrix [Mrr]
conversion factor
CONT WTMASS WEIGHT IXX IXY IYY IXZ IYZ IZZ CONT
TRUE or G A set of trim functions via
unit of {ü} CONT TRNACC NX NY NZ PDOT QDOT RDOT LOADSET CONT the SET1 card
Trim CONT IDVAR1 VAL1 IDVAR2 VAL2 -etc-
Variable {a} Trim DOF {ü r}
TRIM 100 90 1200.0 10 20 2.7 0.0 1.0 +T1

+T1 0.03108 1600.00 50+05 -2.9+05 1.9+06 -8.7+03 0.0 2.4+06 +T2
+T2 G NONE 0.0 FREE 0.2 0.0 FREE 100 +T3
+T3 100 25.0 300 FREE 400 FREE 200 FREE +T4
+T4 500 1.0 900 0.0
• {ur } can be “NONE”, “FREE”, or a real value:

‒ NONE: the trim d.o.f is eliminated from the trim system.
‒ FREE: for uu .
‒ Real value: for ug .
• Trim variable is defined by a TRIMVAR bulk data card.
• VALi can be “FREE” or a real value.
• [Mrr] must be the mass matrix of the full-span model even if a half-span model is used for the
aerodynamic model.
• If the total number of uu and au is greater than the trim d.o.f. (the entries NX, NY, NZ, PDOT, QDOT,
and RDOT without “NONE”), the trim system is an over-determined system and TRIMOBJ and
TRIMCON bulk data cards are required.
The TRIMVAR Bulk Data Card
Lower and upper Imports distributed aerodynamic
TRIMVAR ID bounds for over- Link to other
pressure derivatives to replace
(ref. by TRIM) determined trim system trim variables
the ZAERO computed values Initial value for
optimization of over-
1 2 3 4 5 6 7 8 9 10 determined trim
system
TRIMVAR IDVAR LABEL LOWER UPPER TRIMLNK DMI SYM INITIAL CONT
CONT DCD DCY DCL DCR DCM DCN
User supplied stability
derivatives to replace the
TRIMVAR 100 ALPHA -50.0 50.0 10 AFORCE SYM +T1 ZAERO computed values
+T1 0.01 NONE NONE NONE NONE NONE
Three types of trim variables

(1) The Program-Assigned Trim Variables
Hot-Wired Label Description Unit
ALPHA Angle of Attack degree
BETA Side Slip Angle degree
PRATE Roll Rate pb/2V
QRATE Pitch Rate qc/2V
RRATE Yaw Rate rb/2V
Mean Flow Condition defined in the TRMFLT bulk data card and the
THKCAM airfoil camber effects defined in PAFOIL7 bulk data card are used to None
provide the aerodynamic forces as a trim variable.
(2) Control Surface Type of the Trim Variables

The control surface type of the trim variables are those defined in the AESURFZ, AESLINK, PZTMODE, JETFRC, and GRIDFRC
bulk data cards.
(3) User Defined Trim Variables

The character string specified in the LABEL entry that does not match any of the program-assigned and control surface type
of the trim variables are classified as user-defined trim variable. For the user-defined trim variables, the entries SYM, DCD,
DCY, DCL, DCR, DCM, and DCN in the TRIMVAR bulk data card must be specified.

Symmetric, Anti-Symmetric, and Asymmetric Trim Conditions
• ZAERO can solve the trim solution of an asymmetric trim condition even if a
half-span model is used.
‒ Asymmetric trim condition involves both longitudinal and lateral trim d.o.f.
‒ Both symmetric and anti-symmetric modes are required to be imported by two “ASSIGN
FEM=” Executive Control Commands.
‒ The trim module superimposes the “symmetric” and “anti-symmetric” trim solutions to
obtain the “asymmetric” trim solution.
• The symmetric trim condition involves only NX, NZ, and/or QDOT:
‒ Only those TRIMVAR bulk data cards for the longitudinal aerodynamic stability
derivatives can be selected, such as α, q, and symmetric AESURFZ trim variables.
‒ Symmetric modes are required.
• The anti-symmetric trim condition involves only NY, PDOT and/or RDOT:
‒ Only those TRIMVAR bulk data cards for the lateral aerodynamic stability derivatives
can be selected, such as β, p, r, and anti-symmetric AESURFZ trim variables.
‒ Anti-symmetric modes are required.

The PLTTRIM Bulk Data Card
• Deformed aerodynamic model
• Export the grid point forces in terms of NASTRAN FORCE and MOMENT bulk data cards. The user
can insert this file into the NASTRAN input deck for a subsequent detailed stress analysis.
$FORCES & MOMENTS AT FEM GRIDS RESULTING FROM TRIM = 100 FOR FLEXIBLE MODEL
$ MACH = 0.9000 DYNAMIC PRESSURE= 0.12000E+04
$FORCES & MOMENTS IN TERMS OF NASTRAN FORCE AND MOMENT BULK DATA CARDS
$FOR TWO SIDES OF THE MODEL
$WHERE LOAD SET= 100 REFERS TO THE GRIDS ON THE RIGHT HAND SIDE OF THE MODEL
$ LOAD SET = 101 REFERS TO THE GRIDS ON THE LEFT HAND SIDE OF THE MODEL
$ THE USER CAN INSERT THIS FILE BACK TO THE FEM MODEL
$ FOR SUBSEQUENT STATIC ANALYSIS AND STRESS CALCULATIONS.
FORCE* 100 90 0 0.166502949E+05*0000001
*0000001 0.00000 0.00000 1.00000
MOMENT* 100 90 0 0.408355273E+05*0000002
*0000002 1.00000 0.00000 0.00000
MOMENT* 100 90 0 0.485923828E+05*0000003
*0000003 0.00000 1.00000 0.00000
FORCE* 100 97 0-0.931348436E-13*0000004
*0000004 1.00000 0.00000 0.00000

TRIM Sample Case: Forward Swept Wing With Canard and Vertical Tail
Plan View Control Surface Definition

$ LABEL TYPE CID SETK SETG
AESURFZ CANARD SYM 1 1000
$ $
PANLST3 1000 CANARD
$
$ CID RID A1 A2 A3 B1 B2 B3 $
CORD2R 1 0 12.5 0.0 0.0 12.5 0.0 10.0 +CRD2
$ C1 C2 C3 $
+CRD2 20.0 0.0 10.0
$
AESURFZ AILERON ANTI 110 2000
$ $
PANLST2 2000 1100 1119 1123 1127 1131
$
CORD2R 110 0 26.7265 10. 0. 26.7265 10. -10. +CRD2
$ C1 C2 C3 $
+CRD2 36.7265 15.7735 0.0
$ $
AESURFZ TEFLAP SYM 110 2000
$ $
AESURFZ RUDDER ANTI 301 3000
$ $
PANLST2 3000 3100 3103 3107 3111 3115
$ $
CORD2R 301 0 32.5 0. 0. 32.5 -10. 0. +CRD2
Side View $
+CRD2
C1
22.5
C2
0.0
C3
5.7735
$
$ $

$Begin Executive Control Section
$ $
$ ha144ds.f06 IS THE SYMMETRIC MODAL ANALYSIS OUTPUT FILE OF MSC.NASTRAN$
$ IT HAS THREE RIGID BODY MODES DEFINED BY SUPORT=135. $
$ $
ASSIGN FEM=ha144ds.f06,PRINT=0,FORM=MSC,BOUND=SYM,SUPORT=135
$ $
$ ha144da.f06 IS THE ANTI-SYMM MODAL ANALYSIS OUTPUT FILE OF MSC.NASTRAN$
$ IT HAS THREE RIGID BODY MODES DEFINED BY SUPORT=246. $
$ $
ASSIGN FEM=ha144da.f06,PRINT=0,FORM=MSC,BOUND=ANTI,SUPORT=246
$ $
$ ha144ds.mgh CONTAINS THE MATRIX [Mgg][PHI]=[SMGH] THAT IS REQUIRED $
$ FOR COMPUTING THE SYMMETRIC INERTIAL LOADS. $
$ WHERE [Mgg] IS THE MASS MATRIX IN G-SET AND [PHI] IS THE SYMMETRIC $
$ MODAL MATRIX. [SMGH] IS OBTAINED BY THE OUTPUT4 MODULE OF NASTRAN $
$ $
ASSIGN MATRIX=ha144ds.mgh,PRINT=0,FORM=FORMMATED,MNAME=SMGH
$ $
$ ha144da.mgh CONTAINS THE MATRIX [Mgg][PHI]=[AMGH] THAT IS REQUIRED $
$ FOR COMPUTING THE ANTI-SYMM INERTIAL LOADS. $
$ WHERE [Mgg] IS THE MASS MATRIX IN G-SET AND [PHI] IS THE ANTI-SYMM $
$ MODAL MATRIX. [AMGH] IS OBTAINED BY THE OUTPUT4 MODULE OF NASTRAN $
$ $
ASSIGN MATRIX=ha144da.mgh,PRINT=0,FORM=FORMMATED,MNAME=AMGH
$ $
DIAG 1
double
CEND

Sample Case (I)
Asymmetric Rolling Pullout at M = 0.9 and q∞ = 1200psf
• Five trim d.o.f.: NY = 0.0, NZ = 4.8g, PDOT = QDOT = RDOT = 0.0

• 10 trim variables: Aileron = 25.0°, QRATE = 0.000605 (QC/2V),
Rudder = “FREE”, BETA = “FREE”, CANARD = “FREE”, PRATE=“FREE”,
ALPHA = “FREE”, RRATE = 0.0,THKCAM = 1.0, and TEFLAP = 0.0.
• MKAEROZ bulk data card with IDMK = 90 to generate AIC matrix at M = 0.9 and mean
flow condition of α = 1.0°, Canard = -1.0°.
$ IDMK MACH METHOD IDFLT SAVE <--FILENAME--> PRINT $
MKAEROZ 90 .90 0 100 0 +MK1
$ FREQ1 FREQ2 ETC $
+MK1 0.01
$
$ IDFLT INPCFD ALPHA BETA PRATE QRATE RRATE
TRIMFLT 100 1.0 +TFLT
$ LABEL1 VAL1 LABEL2 VAL2 LABEL3 VAL3
+TFLT CANARD -1.0
• 10 trim variables are defined by 10 TRIMVAR bulk data cards.

TRIMVAR 100 AILERON -30. +30.
TRIMVAR 300 RUDDER -30. +30.
Control surface trim variables TRIMVAR 600 CANARD -40. +40. Aerodynamic loads due to
TRIMVAR 1000 TEFLAP -15. 15. mean flow condition defined
TRIMVAR 500 THKCAM
TRIMVAR 800 ALPHA -50. +50. by TRIMFLT bulk data card
TRIMVAR 400 BETA -10. +10. with ID = 100.
Program-assigned trim variables TRIMVAR 200 PRATE
TRIMVAR 700 QRATE
TRIMVAR 900 RRATE

Sample Case (I)
The TRIM Bulk Data Card with TRIMID = 100
$$$$$$$$TRIMID IDMK QINF IDOBJ IDCONS RHOX RHOY RHOZ
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
TRIM 100 90 1200. 0 0 2.27607 0.0 0.031055+T1
$$$$$$$$WTMASS WEIGHT IXX IXY IYY IXZ IYZ IZZ
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
+T1 0.03108 16010. 4.031+052.003+0518.18+057.555+03-12.42+02.21+06 +T2
$$$$$$$$TRNACC NX NY NZ PDOT QDOT RDOT LOADSET
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
+T2 G NONE 0.0 4.8 0.0 0.0 0.0 100 +T3
$$$$$$$$IDVAR VAL ETC..
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
+T3 100 25. 700 .000605 300 FREE 400 FREE +T4
+T4 200 FREE 600 FREE 800 FREE 900 0.0 +T5
+T5 500 1.0 1000 0.0
• C.G. location is calculated based on RHOX, RHOY, and RHOZ and the aerodynamic center defined in
the AEROZ bulk data card.
$ ACSID XZSYM FLIP FMMUNIT FMLUNIT REFC REFB REFS +ABC
AEROZ 0 YES NO SLUG FT 10. 40. 400. +A
$+ABC REFX REFY REFZ
+A 15.000 0. 0. XC.G. = 2.27 + 15.00, YC.G. = 0.0, and ZC.G. = 0.031
• WTMASS = 0.03108 to convert weight (lbm) to slug.

• TRNACC = “G” to convert NZ = 4.8G to 4.8/0.03108 ft/sec2.
• LOADSET = 100 refers to a SET1 bulk data card to list the ID of the TRIMFNC bulk data cards for the
trim function solution output.
$
SET1 100 10 20 25 30 Refers to 4 TRIMFNC bulk data cards
$
• Total number of “FREE” trim variables and trim d.o.f. is 5 that equals the number of TRIM equations
= 5.
– Determined trim system, IDCONS = IDOBJ = 0.
Sample Case (I)
The Four TRIMFNC Bulk Data Cards
$ TRIMFNC=10 REFERS TO LOADMOD=100 THAT IS THE HINGE MOMENT OF THE RHS $

$ AILERON COMPUTED AT AEROBOXES ( NO INERTIAL LOADS INCLUDED) $
$ $
TRIMFNC 10 AERO LOADMOD RHS 100 HM.OF.RHS.AIL
LOADMOD 100 YMOMENT 110 2000 105
SET1 105 122
$ $
$ TRIMFNC=20 REFERS TO LOADMOD=101 THAT IS THE BENDING MOMENT OF THE RHS$
$ WING INCLUDING AERO & INERTIAL LOADS. $
$ $
TRIMFNC 20 FEM LOADMOD RHS 101 BM.OF.RHS.WING
LOADMOD 101 XMOMENT 0 1100 1101
SET1 1101 110 111 112 120 121 122
$ $
$ TRIMFNC=25 IS THE SAME AS TRIMFNC=20 BUT FOR THE LHS WING. $
$ $
TRIMFNC 25 FEM LOADMOD LHS 101 BM.OF.LHS.WING
$ $
$ TRIMFNC=30 REFERS TO THE MODAL STRESS AT THE CBAR ELEMENT=110 OF $
$ THE FEM MODEL. THE MODAL STRESSES ARE OBTAINED BY ACTIVATING $
$ STRESS=ALL IN THE NATRAN ANALYSIS. THESE STRESSES ARE INPUT BY DMI= $
$ SBAR110 AND DMI=ABAR110 FOR THE SYMMETRC AND ANTI-SYMMETRIC MODAL $
$ DATA, RESPECTIVELY. $
$ $
TRIMFNC 30 MODAL DMI RHS SBAR110 ABAR110 STRESS.CBAR=110
$ $
$ IMPORT SA1 MODAL STRESS AT CBAR 110 OF SYMMETRIC MODES BY DMI IN $
$ THE FIRST COLUMN $
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
DMI SBAR110 0 2 2 DMIL 21 2
DMIL SBAR110 1 4 -6.394756E+06
-1.152244E+07 -5.749906E+07 9.741695E+06 5.092602E+06
-6.526524E+07 -1.760658E+07 4.305552E+07 -4.120752E+08
-3.025869E+08 -8.581570E+07 -7.733596E+08 5.866129E+07
9.951519E+07 -8.239151E+08 -4.086227E+08 2.106677E+09
-1.473281E+07
$ $
$ IMPORT SB1 MODAL STRESS AT CBAR 110 OF SYMMETRIC MODES BY DMI IN $
DMI ABAR110 0 2 2 DMIL 16 2
DMIL ABAR110 1 4 -2.396046E+06
1.161603E+07 -9.451227E+06 2.158134E+07 1.713374E+07
-3.067258E+07 -5.219530E+06 -7.453044E+07 -9.104968E+07
-1.770030E+08 1.334070E+08 -2.587715E+08 -9.871086E+07

Sample Case (I)
Sample Output of TRIM Analysis
LONGITUDINAL (OR ASYMMETRIC) AERODYNAMIC STABILITY DERIVATIVES OF BOTH SIDES OF THE AIRCRAFT AT MACH= 0.9000
REFC= 10.0000 REFB= 40.0000 REFS= 400.0000 MOMENT CENTER(X,Y,Z)= 15.0000 0.0000 0.0000
-------------------------------------------------------------------------------------------------------------------------------
| IDVAR | LABEL | DRAG COEFFICIENT| SIDE FORCE COEFF| LIFT COEFFICIENT|ROLL MOMENT COEFF|PITCH MOMENT COEF| YAW MOMENT COEFF|
| | | RIGID |FLEXIBLE| RIGID |FLEXIBLE| RIGID |FLEXIBLE| RIGID |FLEXIBLE| RIGID |FLEXIBLE| RIGID |FLEXIBLE|
-------------------------------------------------------------------------------------------------------------------------------
| 500|THKCAM | 0.00172| 0.00172| 0.00000| 0.00000| 0.09296| 0.14877| 0.00000| 0.00000|-0.06517|-0.10128| 0.00000| 0.00000|
| UNITS= NONE | E/R= 0.10000E+01| E/R= 0.10000E+01| E/R= 0.16004E+01| E/R= 0.10000E+01| E/R= 0.15540E+01| E/R= 0.10000E+01|
-------------------------------------------------------------------------------------------------------------------------------
| 800|ALPHA | 0.00000| 0.00000| 0.00000| 0.00000| 0.08897| 0.14385| 0.00000| 0.00000|-0.04908|-0.08458| 0.00000| 0.00000|
| UNITS= 1/DEG | E/R= 0.10000E+01| E/R= 0.10000E+01| E/R= 0.16169E+01| E/R= 0.10000E+01| E/R= 0.17232E+01| E/R= 0.10000E+01|
-------------------------------------------------------------------------------------------------------------------------------
| 700|QRATE | 0.00000| 0.00000| 0.00000| 0.00000|12.51645|17.78608| 0.00000| 0.00000|-10.0924|-13.5180| 0.00000| 0.00000|
| UNITS= 1/QC/2V | E/R= 0.10000E+01| E/R= 0.10000E+01| E/R= 0.14210E+01| E/R= 0.10000E+01| E/R= 0.13394E+01| E/R= 0.10000E+01|
-------------------------------------------------------------------------------------------------------------------------------
| 600|CANARD | 0.00000| 0.00000| 0.00000| 0.00000| 0.00445| 0.00859| 0.00000| 0.00000| 0.01018| 0.00751| 0.00000| 0.00000|
-------------------------------------------------------------------------------------------------------------------------------
| 1000|TEFLAP | 0.00000| 0.00000| 0.00000| 0.00000|-0.02356|-0.03265| 0.00000| 0.00000| 0.02055| 0.02652| 0.00000| 0.00000|
-------------------------------------------------------------------------------------------------------------------------------
LATERAL AERODYNAMIC STABILITY DERIVATIVES OF BOTH SIDES OF THE AIRCRAFT AT MACH= 0.9000
REFC= 10.0000 REFB= 40.0000 REFS= 400.0000 MOMENT CENTER(X,Y,Z)= 15.0000 0.0000 0.0000
-------------------------------------------------------------------------------------------------------------------------------
| IDVAR | LABEL | DRAG COEFFICIENT| SIDE FORCE COEFF| LIFT COEFFICIENT|ROLL MOMENT COEFF|PITCH MOMENT COEF| YAW MOMENT COEFF|
| | | RIGID |FLEXIBLE| RIGID |FLEXIBLE| RIGID |FLEXIBLE| RIGID |FLEXIBLE| RIGID |FLEXIBLE| RIGID |FLEXIBLE|
-------------------------------------------------------------------------------------------------------------------------------
| 400|BETA | 0.00000| 0.00000|-0.01264|-0.01296| 0.00000| 0.00000| 0.00059| 0.00047| 0.00000| 0.00000|-0.00452|-0.00463|
-------------------------------------------------------------------------------------------------------------------------------
| 200|PRATE | 0.00000| 0.00000|-0.08244|-0.09931| 0.00000| 0.00000|-0.42066|-0.44708| 0.00000| 0.00000|-0.02648|-0.03226|
| UNITS= 1/PB/2V | E/R= 0.10000E+01| E/R= 0.12047E+01| E/R= 0.10000E+01| E/R= 0.10628E+01| E/R= 0.10000E+01| E/R= 0.12180E+01|
-------------------------------------------------------------------------------------------------------------------------------
| 900|RRATE | 0.00000| 0.00000|-0.74611|-0.75780| 0.00000| 0.00000| 0.04527| 0.03723| 0.00000| 0.00000|-0.28333|-0.28743|
| UNITS= 1/RB/2V | E/R= 0.10000E+01| E/R= 0.10157E+01| E/R= 0.10000E+01| E/R= 0.82236E+00| E/R= 0.10000E+01| E/R= 0.10144E+01|
-------------------------------------------------------------------------------------------------------------------------------
| 100|AILERON | 0.00000| 0.00000|-0.00212|-0.00205| 0.00000| 0.00000|-0.00522|-0.00504| 0.00000| 0.00000|-0.00077|-0.00074|
-------------------------------------------------------------------------------------------------------------------------------
| 300|RUDDER | 0.00000| 0.00000| 0.00661| 0.00640| 0.00000| 0.00000|-0.00072|-0.00062| 0.00000| 0.00000| 0.00322| 0.00314|
-------------------------------------------------------------------------------------------------------------------------------
• THKCAM: Cdo, Cyo, CLo, Clo, Cmo, and Cno
• Other trim variables: ∂Cd/ ∂ (trim variable), ∂Cy/∂ (trim variable), … etc.
• Cd, Cy, and CL are normalized by REFS.
• Cm is normalized by REFS and REFC.
• Cl and Cn are normalized by REFS and REFB.
Sample Case (I)
Sample Output of TRIM Analysis (cont.)
T R I M R E S U L T S O F T R I M E X E C U T I V E C O N T R O L = 100
NUMBER OF TRIM DEGREES OF FREEDOM = 5 XCG = 0.1727E+02 YCG = 0.0000E+00 ZCG = 0.3100E-01
LABEL SYMMETRY FLAG FLEXIBLE RIGID
USER INPUT: NY ANTI-SYMMETRIC 0.0000E+00 G 0.0000E+00 FT /S/S 0.0000E+00 G 0.0000E+00 FT /S/S
USER INPUT: NZ SYMMETRIC 4.8000E+00 G 1.5444E+02 FT /S/S 4.8000E+00 G 1.5444E+02 FT /S/S
USER INPUT: PDOT ANTI-SYMMETRIC 0.0000E+00 RAD/FT 0.0000E+00 RAD/S/S 0.0000E+00 RAD/FT 0.0000E+00 RAD/S/S
USER INPUT: QDOT SYMMETRIC 0.0000E+00 RAD/FT 0.0000E+00 RAD/S/S 0.0000E+00 RAD/FT 0.0000E+00 RAD/S/S
USER INPUT: RDOT ANTI-SYMMETRIC 0.0000E+00 RAD/FT 0.0000E+00 RAD/S/S 0.0000E+00 RAD/FT 0.0000E+00 RAD/S/S
NUMBER OF TRIM VARIABLES = 9
IDVAR LABEL SYMMETRY FLAG FLEXIBLE RIGID UNITS LOWER LIMIT UPPER LIMIT SATISFIED?
USER INPUT: 500 THKCAM SYMMETRIC 1.00000E+00 1.00000E+00 NONE -1.00000E+30 1.00000E+30 YES
COMPUTED: 800 ALPHA SYMMETRIC 7.54539E-01 1.50081E+00 DEGREES -5.00000E+01 5.00000E+01 YES
USER INPUT: 700 QRATE SYMMETRIC 6.05000E-04 6.05000E-04 QC/2V -1.00000E+30 1.00000E+30 YES
COMPUTED: 600 CANARD SYMMETRIC 4.74945E+00 4.26766E+00 DEGREES -4.00000E+01 4.00000E+01 YES
USER INPUT: 1000 TEFLAP SYMMETRIC 0.00000E+00 0.00000E+00 DEGREES -1.50000E+01 1.50000E+01 YES
COMPUTED: 400 BETA ANTI-SYMMETRIC -1.10584E+00 -1.44603E+00 DEGREES -1.00000E+01 1.00000E+01 YES
COMPUTED: 200 PRATE ANTI-SYMMETRIC -2.84740E-01 -3.14773E-01 PB/2V -1.00000E+30 1.00000E+30 YES
USER INPUT: 900 RRATE ANTI-SYMMETRIC 0.00000E+00 0.00000E+00 RB/2V -1.00000E+30 1.00000E+30 YES
USER INPUT: 100 AILERON ANTI-SYMMETRIC 2.50000E+01 2.50000E+01 DEGREES -3.00000E+01 3.00000E+01 YES
COMPUTED: 300 RUDDER ANTI-SYMMETRIC 1.35981E+00 1.32629E+00 DEGREES -3.00000E+01 3.00000E+01 YES
S U M M A R Y O F T O T A L A E R O D Y N A M I C F O R C E S A N D M O M E N T S
COEFFICIENTS FLEXIBLE RIGID UNITS
INDUCED DRAG(CDL): 0.08778 0.08325 FX/REFS/Q
DRAG AT TRIM(CD0): 0.00000 0.00000 FX/REFS/Q
SIDE FORCE(CY): 0.00000 0.00000 FY/REFS/Q
LIFT(CL): 0.16010 0.16010 FZ/REFS/Q
ROLL MOMENT(CR): 0.00000 0.00000 MX/REFS/REFB/Q
PITCH MOMENT(CM): -0.03634 -0.03634 MY/REFS/REFC/Q
YAW MOMENT(CN): 0.00000 0.00000 MZ/REFS/REFB/Q
CD DUE TO LE SUCTION(CDT): -0.14901 -0.14434 FX/REFS/Q
CM DUE TO LE SUCTION(CMT): -0.00073 -0.00023 MY/REFS/REFC/Q
CN DUE TO LE SUCTION(CNT): 0.00000 0.00000 MZ/REFS/REFB/Q
• Solution shows that in order to achieve a rolling pullout at Nz = 4.8g and QRATE = 6.05×10-4 QC/2V,
the trim variables must be:
[α = 1°+0.754°, δcanard = 4.749°-1°], β = -1.105°, PRATE = -0.2847 (Pb/2V), and δrudder = 1.36°.

Sample Case (I)
• Solution of the modal coordinates:

M O D A L C O O R D I N A T E S S O L U T I O N O F 21 S Y M M E T R I C M O D E S
IN DMI BULK DATA FORMAT. THIS CAN BE USED AS THE INITIAL CONDITION OF THE TRANSIENT RESPONSE ANALYSIS
DMI SMODAL 0 2 2 DMIL 21 1
DMIL SMODAL 1 1+0.000000000E+00+CONT
+CONT +0.000000000E+00+0.000000000E+00+1.348419189E-01-6.528287195E-03+CONT
+CONT -5.501211945E-06+2.294473350E-03+1.746664057E-03+6.493973196E-04+CONT
+CONT -8.342639921E-05-5.124426098E-04+7.902291372E-07-6.444920473E-07+CONT
+CONT +7.356359077E-08+2.780373336E-07-2.864827002E-05-1.103505952E-06+CONT
+CONT -1.236740843E-07+1.844518067E-07+2.899139702E-07-1.090256205E-07
M O D A L C O O R D I N A T E S S O L U T I O N O F 16 A N T I - S Y M M E T R I C M O D E S
IN DMI BULK DATA FORMAT. THIS CAN BE USED AS THE INITIAL CONDITION OF THE TRANSIENT RESPONSE ANALYSIS
DMI AMODAL 0 2 2 DMIL 16 1
DMIL AMODAL 1 1+0.000000000E+00+CONT
+CONT +0.000000000E+00+0.000000000E+00-2.363355452E-04-3.638979688E-04+CONT
+CONT +5.566868186E-02+9.234928875E-04-1.307531726E-02-2.224215772E-03+CONT
+CONT +4.427898602E-06-6.506803911E-04-3.085096832E-04-2.188243889E-05+CONT
+CONT +1.832926387E-06-1.421218826E-06-2.661766075E-06
• Results of the TRIM functions:

V A L U E S O F T R I M F U N C T I O N S R E F E R R E D T O B Y S E T 1 = 100
TRIM FUNCTION ID TYPE LABEL RHS ISSET IASET FLEXIBLE VALUES RIGID VALUES REMARK
10 AERO LOADMOD RHS 100 -0.25446E+05 -0.25217E+05 HM.OF.RHS.AIL
20 FEM LOADMOD RHS 101 0.19357E+06 0.18309E+06 BM.OF.RHS.WING
25 FEM LOADMOD LHS 101 -0.22515E+06 -0.21869E+06 BM.OF.LHS.WING
30 MODA DMI RHS SBAR110 ABAR110 -0.14043E+07 0.00000E+00 STRESS.CBAR=110

Sample Case (II)
Symmetric Level Flight with Two Control Surfaces
• Two trim d.o.f.: NZ = 1.0g and QDOT=0.0.

• 4 trim variables:
ALPHA = “FREE”, CANARD = “FREE”, TEFLAP = “FREE”, and THKCAM = 1.0.
• Over-determined trim system because the number of “FREE” trim variables is greater
than the number of trim d.o.f.
– selects the induced drag as the objective function to be minimized.
$...1..|...2...|...3...|...4...|...5...|...6...|...7...|...8...|...9...|...10..|
TRIMOBJ 10 +OBJ1
+OBJ1 11 1.0 0.0 1.0 0.0 0.0 0.0 2.0
$ $
$ TRIMFNC=11 IS REFERRED TO BY TRIMOBJ FOR F1. $
$ IT DEFINES THE INDUCED DRAG (CDL) AS THE FUNCTION F1 IN TRIMOBJ $
$ $
TRIMFNC 11 AERO CDL INDUCED.DRAG
– defines the absolute hinge moment of the TEFLAP to be less than 900 ft-lbf as the constraint
function.
$ E $
$ CONSTRAINT FUNCTION : G = ( F1-S1 ) < +810000. $
$ WHERE S1=0.0 AND E=2.0. F1 IS A TRIM FUNCTION DEFINED BY TRIMFNC=10 $
$ $
TRIMCON 20 +CON1
+CON1 10 0.0 2.0 LT 810000.

Sample Case (II)
The TRIM Bulk Data Card with TRIMID = 300
$
$$$$$$$$TRIMID IDMK QINF IDOBJ IDCONS RHOX RHOY RHOZ
TRIM 300 90 1200. 10 20 2.27 0.0 0.031 +T1
$$$$$$$$WTMASS WEIGHT IXX IXY IYY IXZ IYZ IZZ
+T1 0.03108 16010. 4.031+052.003+0518.18+057.555+03-12.42+02.21+06 +T2
$$$$$$$$TRNACC NX NY NZ PDOT QDOT RDOT LOADSET
+T2 G NONE NONE 1.0 NONE 0.0 NONE 100 +T3
$$$$$$$$IDVAR VAL ETC..
+T3 500 1.0 600 FREE 800 FREE 1000 FREE
• IDOBJ=10 refers to the TRIMOBJ bulk data card with ID=10 to define the objective
function.
• IDCON=20 refers to the TRIMCON bulk data card with ID=20 to define the constraint
function.
• NX=NY=PDOT=RDOT=“NONE” reduces the trim system to two trim d.o.f. involving only
NZ and QDOT.
• NZ=1.0g and QDOT=0.0 for level flight.
• Three “FREE” trim variables, ALPHA, CANARD, and TEFLAP to be determined by the
optimization computation.

Sample Case (II)
Sample Output of TRIM Analysis
• Objective function and trim function results:

FINAL RESULTS OF MINIMIZATION OF OBJECTIVE FUNCTION = 10 FOR FLEXIBLE AIRCRAFT
TRIM FUNCTION ID TYPE LABEL RHS ISSET IASET FUNCTION VALUE OBJECTIVE FUNCTION VALUE REMARK
11 AERO CDL 0.57752E-05 0.33353E-10 INDUCED.DRAG
-------------
TOTAL VALUE= 0.33353E-10
FINAL RESULTS OF MINIMIZATION WITH CONSTRAINT FUNCTIONS: SET ID= 20
TRIMFNC ID TYPE LABEL RHS ISSET IASET FUNCTION VALUE GE/LE CONSTRAINT VALUE SATISFIED? REMARK
10 AERO LOADMOD RHS 100 0.66440E+06 LT 0.81000E+06 YES HM.OF.RHS.AIL
FINAL RESULTS OF MINIMIZATION OF OBJECTIVE FUNCTION = 10 FOR RIGID AIRCRAFT
TRIM FUNCTION ID TYPE LABEL RHS ISSET IASET FUNCTION VALUE OBJECTIVE FUNCTION VALUE REMARK
11 AERO CDL 0.50405E-05 0.25407E-10 INDUCED.DRAG
-------------
TOTAL VALUE= 0.25407E-10
FINAL RESULTS OF MINIMIZATION WITH CONSTRAINT FUNCTIONS: SET ID= 20
TRIMFNC ID TYPE LABEL RHS ISSET IASET FUNCTION VALUE GE/LE CONSTRAINT VALUE SATISFIED? REMARK
10 AERO LOADMOD RHS 100 0.55980E+06 LT 0.81000E+06 YES HM.OF.RHS.AIL
• Constraint function is satisfied.

$ CONSTRAINT FUNCTION : G = ( F1-S1 )2 < +810000.
- FOR FLEXIBLE AIRCRAFT
0.66440E+06 < 0.81000E+06
- FOR RIGID AIRCRAFT
0.55980E+06 < 0.81000E+06

Sample Case (II)
T R I M R E S U L T S O F T R I M E X E C U T I V E C O N T R O L = 300
NUMBER OF TRIM DEGREES OF FREEDOM = 2 XCG = 0.1727E+02 YCG = 0.0000E+00 ZCG = 0.3100E-01
LABEL SYMMETRY FLAG FLEXIBLE RIGID

USER INPUT: NZ SYMMETRIC 1.0000E+00 G 3.2175E+01 FT /S/S 1.0000E+00 G 3.2175E+01 FT /S/S
USER INPUT: QDOT SYMMETRIC 0.0000E+00 RAD/FT 0.0000E+00 RAD/S/S 0.0000E+00 RAD/FT 0.0000E+00 RAD/S/S
NUMBER OF TRIM VARIABLES = 4
IDVAR LABEL SYMMETRY FLAG FLEXIBLE RIGID UNITS LOWER LIMIT UPPER LIMIT SATISFIED?
USER INPUT: 500 THKCAM SYMMETRIC 1.00000E+00 1.00000E+00 NONE -1.00000E+30 1.00000E+30 YES
COMPUTED: 800 ALPHA SYMMETRIC -6.88923E-01 -5.18378E-01 DEGREES -5.00000E+01 5.00000E+01 YES
COMPUTED: 600 CANARD SYMMETRIC 1.53213E+00 1.45058E+00 DEGREES -4.00000E+01 4.00000E+01 YES
COMPUTED: 1000 TEFLAP SYMMETRIC 9.02517E-01 8.46634E-01 DEGREES -1.50000E+01 1.50000E+01 YES
S U M M A R Y O F T O T A L A E R O D Y N A M I C F O R C E S A N D M O M E N T S
COEFFICIENTS FLEXIBLE RIGID UNITS

INDUCED DRAG(CDL): 0.00001 0.00001 FX/REFS/Q
DRAG AT TRIM(CD0): 0.00172 0.00172 FX/REFS/Q
SIDE FORCE(CY): 0.00000 0.00000 FY/REFS/Q
LIFT(CL): 0.03335 0.03335 FZ/REFS/Q
ROLL MOMENT(CR): 0.00000 0.00000 MX/REFS/REFB/Q
PITCH MOMENT(CM): -0.00757 -0.00757 MY/REFS/REFC/Q
YAW MOMENT(CN): 0.00000 0.00000 MZ/REFS/REFB/Q
CD DUE TO LE SUCTION(CDT): -0.00042 -0.00038 FX/REFS/Q
CM DUE TO LE SUCTION(CMT): 0.00000 0.00000 MY/REFS/REFC/Q
CN DUE TO LE SUCTION(CNT): 0.00000 0.00000 MZ/REFS/REFB/Q
• Solution shows that in order to achieve the minimum induced drag for 1g level flight:
ALPHA = -0.689°, CANARD = 1.53°, and TEFLAP = 0.903°.


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2 ZAERO Input Data Structure………………………………………………………………………………………………………………………………………………. 2– 1

4 AIC Matrix Generation ............................................................................................................................................................. 4– 1

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Use task manager to identify the current running

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