Flightloads

Main Index
 ii Patran

Main Index
 Contents
MSC FlightLoads and Dynamics User’s Guide

Contents

1 Introduction
Loads in the Design of Flight Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MSC’s Initiative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Architecture and Capabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Integration of MSC Nastran and MSC Patran . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
About This Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

2 Getting Started
Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Experience . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Structural Model. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Invoking MSC.FlightLoads and Dynamics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Aero Modeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Graphical User Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Working with FlightLoads Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Working with Subforms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

3 Aero Modeling
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Aero Modeling Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Model Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Model Management Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Flat Plate Aero Modeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Main Index
 iv MSC FlightLoads and Dynamics User’s Guide

Lifting Surface Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Lifting Surface Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Show/Lifting Surface/Aspect Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Body Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Delete/Any . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Control Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Aero Monitor Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

4 Aerodynamics
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Global Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Steady Aerodynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Steady Aerodynamics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Unsteady Aerodynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Unsteady Aerodynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Create/MK Pair Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Delete/MK Pair Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Modify/MK Pair Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Mach-Frequency Pairs/Subforms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

5 Aeroelasticity
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Aero-Structure Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Aero-Structure Coupling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Delete Any, Surface or Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Show Surface or Beam/Attributes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Structural Monitor Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Structural Monitor Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Create/Monitor Points. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Delete Monitor Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Modify Monitor Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Show/Structural Monitor Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
Structural Monitor Point Info. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Aeroelastic Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139

Main Index
 Contents v

Aeroelastic Model Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Analysis Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Aeroelastic Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Flutter Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

6 Results Browser
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
Attach Results Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
Attach Results Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
Flexible Increment Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Loads Browsers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
Create/Region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
Create/Region Chain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
Create/Force. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
Modify/Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
Modify/Region Chain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
Delete/Region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
Delete/Region Chain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
Plot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Plot Running Loads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Running Loads - Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Plot/LBCs/Running Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Plot/Load Cases/Running Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Plot/Results/Running Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Plot Running Loads - Plot Options. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Plot Load Summation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Plot/LBCs/Load Summation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Plot Load Summation - Plot Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Export. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Results Viewer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219

7 Import/Export
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222

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Import . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Export/Load Set/Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
BDF Fragments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

A Panel Aerodynamics
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
Aerodynamic Data Generation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
Aerodynamic Theories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Doublet-Lattice Subsonic Lifting Surface Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
ZONA51 Supersonic Lifting Surface Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
Subsonic Wing-Body Interference Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
Aerodynamic Modeling Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
Doublet-Lattice and ZONA51 Panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Spanwise Convergence Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Slender and Interference Bodies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248

B Splines
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
Theoretical Development. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
Infinite Plate Spline and the Linear Spline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
Thin Plate Spline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
Two Dimensional Finite Plate Spline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
Spring Attachments and Interpolation Smoothing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Spline Metrics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267

C Results Interface via XDB

XDB Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270

D Aerodynamic and Aeroelastic Databases

Aerodynamic and Aeroelastic Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
Paths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
Aerodynamic Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275

Main Index
 Contents vii

Aeroelastic Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277

Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
Guidelines and Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279

E Static Aeroelastic Analysis

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
Aeroelastic Matrices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
Aeroelastic Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
Restrained Analysis (Displacements Relative to ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
Restrained Stability Derivatives from the Unit Solutions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
Unrestrained Analysis and Stability Derivatives (Displacements Relative to Mean Axis) . . . . . . . . . . . . . . . 287
Recovery of Unit Solutions to the a-set and to the k-set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
Distributed Force Increments from Unit Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292
Printed Output. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292
Stability Derivatives and Hinge Moment Coefficients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
HP and HP0 Matrices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
Trim Results and Control Surface Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
Pressure and Forces on the Aerodynamic Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298

F Aero Mesh Interface File Format

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
Definition of an Aerodynamic Mesh Interface File (AMIF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
General Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
AMIF Format and Reading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
Sample AMI File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309

1 References
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318

Main Index
 viii MSC FlightLoads and Dynamics User’s Guide

Main Index
 Chapter 1: Introduction
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

1 Introduction

 Loads in the Design of Flight Vehicles 2


Architecture and Capabilities 2

Integration of MSC Nastran and MSC Patran 3
 About This Guide 4

Main Index
 2 MSC FlightLoads and Dynamics User’s Guide
Loads in the Design of Flight Vehicles

Loads in the Design of Flight Vehicles

Background
The calculation of flight loads is a critical part of air vehicle design. The structural design can only occur once
the representative loads are provided to the designer. On the other hand, the prediction of accurate loads is a
sophisticated and complex process that requires skilled and experienced engineers. They must integrate
results from wind tunnel tests, computer simulations, historical data and empirical formulations into a
number of loads cases that provide a realistic assessment of the flight vehicle’s environment. Under these
conditions, the vehicle must satisfy requirements imposed by regulatory agencies as part of the vehicle
certification process.
Given the complexity and importance of the loads calculation, it has become a truism in air vehicle design
that “the loads are always late.” This means that the quantification of the loads is on the critical path in the
development of a new or modified vehicle. It also implies that inaccurate initial loads that are corrected or
updated after completion of the original structural design can have a serious negative effect on the overall
development schedule. In the worst case, if the inaccurate loads are not detected until after the vehicle has
entered flight testing, very costly redesign and retrofitting may have to occur or vehicle placards may be
established to limit certain maneuvers, thus reducing operational performance.

MSC’s Initiative
Due to their long history of successful application development for the aerospace industry, MSC Software
has repeatedly been asked to assist in the development of an advanced flight loads calculation system. MSC
Software’s core MSC Nastran and MSC Patran products were developed to address analysis and design
requirements for aerospace applications. MSC Software first introduced an aeroelastic capability into MSC
Nastran in 1974, and this has been continuously maintained and enhanced.
Starting in late 1996, MSC Software assembled a development team dedicated to creating a system for
providing timely and accurate flight loads information. This User’s Guide documents the current release of
MSC FlightLoads and Dynamics.

Architecture and Capabilities

MSC FlightLoads and Dynamics builds on the MSC Nastran and MSC Patran products, augmenting them
with new system architecture concepts, enhanced data and model management, and integrated visualization
tools that directly address flight loads and dynamics requirements.
Figure 1-1 provides a simplistic overview of the FLDS architecture.

Main Index
 Chapter 1: Introduction 3
Integration of MSC Nastran and MSC Patran

Figure 1-1 FLDS Architecture Overview

The FlightLoads system provides the capability to:

 Start with native geometry from user-preferred sources such as CAD applications, STEP AP203, or
IGES files.
 Define the aerodynamic and structural models.
 Perform aerodynamic calculations.
 Analyze the combined structural-aerodynamic model to provide both component and total vehicle
aeroelastic responses.
 View the results and produce external loads that can be passed to the stress group for detailed design
and verification.
 Store intermediate results for subsequent retrieval in further analyses.

Integration of MSC Nastran and MSC Patran

MSC FlightLoads and Dynamics represents an integration of MSC Nastran and MSC Patran products, as
shown in Figure 1-2.

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 4 MSC FlightLoads and Dynamics User’s Guide
About This Guide

Figure 1-2 FlightLoads Integration of MSC Nastran and MSC Patran

The MSC Patran component of FlightLoads provides access to the user’s CAD system for basic geometry
information (STEP or IGES sources are also supported) and then creates the aerodynamic and structural
models that are used in calculating the loads.
The MSC Nastran system handles the computationally intense calculations that produce basic loads
information. These can then be passed back to the graphics package for visualization of the results, including
the components that were used in building up the final solution. For loads determination, the end result is
the creation of loads in the MSC Nastran bulk data format that can be applied to the structural model to
provide detailed stress information.

About This Guide

This User’s Guide describes in detail the numerous features of MSC FlightLoads and Dynamics. The guide
is organized to emphasize the graphical nature of MSC FlightLoads and Dynamics. Following this
Introduction there is an overview section, “Getting Started,” that sets the stage for the remaining chapters,
which lead the user through each of the system modules.
Separate chapters discuss:
 Aero Modeling
 Aerodynamics
 Aeroelasticity
 Results Browser
 Import/Export
Appendices provide theoretical and user information on the solutions central to the aeroelastic analyses,
including the following:
 Panel Aerodynamics
 Splines
 Results Interface via XDB

Main Index
 Chapter 1: Introduction 5
About This Guide

 Aerodyanmic and Aeroelastic Databases

 Static Aeroelastic Analysis
 MSC Nastran Input File
This document is intended to provide a thorough introduction to MSC FlightLoads and Dynamics, but it
can address only a small fraction of the issues that are invoked by the system. MSC has many other related
documents and the user is advised to search out these relevant publications. Two especially important ones
are:
 MSC Nastran Aeroelastic Analysis User’s Guide
 MSC Patran User’s Guide
The MSC Bookstore is on the World Wide Web at www.mscsoftware.com; select the engineering-e.com tab
and the BooksMart button to display a comprehensive list of publications available from MSC Software.

Main Index
 6 MSC FlightLoads and Dynamics User’s Guide
About This Guide

Main Index
 Chapter 2: Getting Started
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

2 Getting Started

 Prerequisites 8

Terms 8

Invoking MSC.FlightLoads and Dynamics 9
 Graphical User Interface 11

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 8 MSC FlightLoads and Dynamics User’s Guide
Prerequisites

Prerequisites

Software
MSC.FlightLoads and Dynamics is based on MSC.Nastran and MSC.Patran. The MSC.Nastran code must
include the Aero I option. If supersonic analyses are of interest, it is also necessary to have Aero II. The
MSC.Patran code must include the MSC.Nastran Preference.

Experience
It is assumed that the MSC FlightLoads user has some experience with both the underlying software and the
analysis procedures involved in the system. It is also expected that the user has basic familiarity with flight
loads concepts such as rigid and elastic loads, stability derivatives, control surfaces, maneuvers and other
similar concepts. Some familiarity with static aeroelasticity in MSC.Nastran (SOL 144) and flutter in MSC
Nastran (SOL 145) is beneficial.

Structural Model
One of the components of an aeroelastic model in MSC.FlightLoads and Dynamics is the structural model.
In this manual, these structural models are presumed to exist. They can enter the MSC.FlightLoads and
Dynamics system by import or by direct creation in MSC.FlightLoads and Dynamics (MSC.Patran) using
the structures preference. This manual does not cover any structural modeling issues. Please refer to the
MSC.Nastran Preference of MSC.Patran for information on structural modeling.

Terms
The following is a list of various terms and acronyms that you will need to know when using the MSC
FlightLoads and Dynamics system and this manual.
FLD - MSC FlightLoads and Dynamics
kmin - Minimum Reduced Frequency
kmax - Maximum Reduced Frequency
Fmin - Minimum Cyclic Frequency
Fmax - Maximum Cyclic Frequency
Vmin - Minimum Velocity
Vmax - Maximum Velocity
v - velocity in consistent length units (length/s)
c - reference chord
b - reference span
S - reference area

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 Chapter 2: Getting Started 9
Invoking MSC.FlightLoads and Dynamics

ω - radian frequency
s - seconds
g - acceleration due to gravity in consistent length units (length/s/s)
ωb ωc
dimensionless rate = ------
- for anti-symmetric; or ------- for symmetric
2v 2v

Invoking MSC.FlightLoads and Dynamics

MSC.FlightLoads and Dynamics is invoked using the p3fld or the mscfld command. These two
commands are the same as the command that invokes MSC.Patran except that it uses the -ifile option to
replace the use of the init.pcl file with the init_fld.pcl file that MSC.FlightLoads and Dynamics needs. This
displays the familiar MSC.Patran main form. Users can still run MSC.Patran from these two commands.
When a new database is opened, the New Model Preferences form displays and the user can access
FlightLoads by selecting Aeroelasticity as the Analysis Type; this allows for immediate aeroelastic modeling
and analysis. If the user chooses an Analysis Type of Structural or Thermal, FlightLoads is subsequently
accessed in an existing database through the Preferences/Analysis menu. FlightLoads coexists with the
available structural and thermal analyses in the MSC.Nastran Preference as an aeroelastic analysis.

After the Aeroelasticity preference is picked, a menu customized for MSC.FlightLoads and Dynamics
displays.

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 10 MSC FlightLoads and Dynamics User’s Guide
Invoking MSC.FlightLoads and Dynamics

Many of the options available in a Structural analysis type (such as LBCs and Materials) disappear from the
main menu. The Geometry switch is available to assist in the definition of the aerodynamic model. If the
FlightLoads switch is selected, the MSC.FlightLoads and Dynamics main menu displays.

This main menu has six modules. Select an option to display the main form for that module.
Most of this MSC FlightLoads and Dynamics User’s Guide is devoted to an explanation of the menus that
are accessed from this main menu. The next five chapters of this manual gives detailed information on each
of the options. Note that the Options module is as part of the Model Management section of Chapter 3.

Main Index
 Chapter 2: Getting Started 11
Graphical User Interface

A general description of each of the MSC FlightLoads and Dynamics main options follows.

Aero Modeling
Chapter 3 - Aero Modeling module allows the user to define the aerodynamic geometry, including wings,
bodies and control surfaces. The release supplies the aerodynamics currently available in MSC.Nastran to
perform static aeroelastic analysis, namely the Doublet- Lattice (subsonic) and ZONA51 (supersonic)
aerodynamics and flutter. See Panel Aerodynamics (App. A). Aero Modeling includes the management of
various aerodynamic models, the creation and subsequent processing of the aerodynamic lifting surfaces and
bodies, the definition of control systems, and various other model visualization and verification tools.
Chapter 4 - Aerodynamics module allows the user to define the aerodynamics as steady or unsteady and set
global data.
Chapter 5 - Aeroelasticity module is used to couple and subsequently analyze the aerodynamic and structural
models. MSC.FlightLoads and Dynamics provides for model evolution (i.e., beam - stick to 3D FEM
Structural models) and for the coexistence of multiple aerodynamic mesh representations. Data reuse is also
supported. Aerodynamics and aeroelastic data can be archived for subsequent reuse in analysis. A variety of
static aeroelastic analyses can be performed, including flexible trim, rigid trim and the calculation of flexible
load increments.
Chapter 6 - Results Browser is a key feature of MSC.FlightLoads and Dynamics. It allows the user to view
external loads on the aerodynamic and structural models, providing insight into the flight environment. The
graphical display of these loads is extremely useful in spotting modeling errors or areas for model refinement.
External loads data can reside in an aerodynamic or aeroelastic database, an MSC.Patran database or an
MSC.Nastran results file.
Chapter 7 - Import/Export is used to support the extensive legacy information that exists for MSC.Nastran
aeroelasticity. The user can now import aerodynamic and spline models from an existing MSC.Nastran bulk
data file and subsequently manipulate this data using the Aero Modeling module.

Note: During typical usage, the user first populates the MSC.Patran database with the structural
model. This is done by using the File/Import function within the MSC FlightLoads Import
function. Spline data cannot be imported unless the corresponding structural nodes are already
in the database.

Graphical User Interface

The previous section introduced the high level MSC.FlightLoads and Dynamics menus. This section
provides a brief general description of the use of forms in the system. The conventions discussed here are those
of MSC.Patran.

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 12 MSC FlightLoads and Dynamics User’s Guide
Graphical User Interface

Working with FlightLoads Forms

The application chapters of this guide show most of the forms provided in the MSC.FlightLoads application
and describe how to complete and execute each form. Therefore, this section provides only a brief general
description of how to complete the forms. One of the Flat Plate Aero Modeling forms is shown as an example.

To use this and the other forms, the user starts at the top of the form and works to the bottom. First, select
an Action then an Object and last, a Method from three pulldown menus. The fields on the lower portion of
the form displays, depending on user selections.
To complete the fields in the lower portion of the form, the user may either click on toggle buttons, select
from pulldown menus, type surface names and IDs or other numerical data, depending on the requested
information. Special selection menus also display to help select entities in the viewport; this displays their
numeric IDs in the currently selected form field. After all the fields on the form are completed, click on Apply
to execute the desired operation.

Working with Subforms

Clicking on an ellipsis field (those that end with “...”) displays a subform. The available subforms from the
Create/Lifting Surface form are shown on the preceding page.

Main Index
 Chapter 2: Getting Started 13
Graphical User Interface

 Existing Surfaces
 Mesh Control
 Optional Data
Each of these subforms allows input of additional data. The layout of the subforms is unique to the requested
data and typically does not follow the standard Action/Object/Method convention.
The fields on particular subforms may vary depending on user input. For example, there are four different
layouts for the Mesh Control subform, depending on the selected option from the pulldown menus on the
subform. A sample Mesh Control subform is shown below.

Main Index
 14 MSC FlightLoads and Dynamics User’s Guide
Graphical User Interface

Main Index
 Chapter 3: Aero Modeling
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

3 Aero Modeling


Introduction 16

Aero Modeling Options 17
 Model Management 17

Flat Plate Aero Modeling 24

Control Device 64
 Aero Monitor Points 81

Main Index
 16 MSC FlightLoads and Dynamics User’s Guide
Introduction

Introduction
The Aero Modeling module is where you create, modify and manage the aerodynamic model(s) that you
subsequently couple to a structure for aeroelastic analysis. All modeling functions for aerodynamics are found
within this module. The Aero Modeling module is divided into four areas that are available by selecting one
of the ellipsis buttons at the bottom of the form:
 Model Management - Collects groups of aerodynamic entities (lifting surfaces and bodies) into
SuperGroup(s). Each SuperGroup is an aerodynamic model (section 3.3).
 Flat Plate Aero Modeling - Provides the geometric definition and meshing for the aerodynamic
model (section 3.4).
 Control Devices - Provides the control device (e.g., flap, elevator, aileron, etc.) information for the
model, as well as operational limits (section 3.5).
 Aero Monitor Points - Provides the ability to create, delete, modify, or show the aero monitor points
(section 3.6).
 Options - Provides basic default parameters and system behavior for model creation (section 3.2).

Main Index
 Chapter 3: Aero Modeling 17
Aero Modeling Options

Aero Modeling Options

The Aero Modeling Options form is discussed first. It allows the user to define default data values and system
behavior, as shown in the form illustration. Generally, the defaults provided for these options are adequate.
An important exception to this is the Basic Aerodynamic Coordinate Frame. The flow is in this coordinate
system’s X-direction and any planes of symmetry are defined as this coordinate system’s origin, X-Z plane and
Y-Z plane.

Model Management
An aerodynamic model is made up of a collection of lifting surfaces and, optionally, bodies. In FlightLoads
terminology, each individual lifting surface or body is an Aero Group. A SuperGroup is then a collection of
these Groups into a model (Aerodynamic Configuration) that is to be used for analysis. The model database
can contain any number of SuperGroups. The user must then identify which SuperGroup is being used in

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 18 MSC FlightLoads and Dynamics User’s Guide
Model Management

the current analysis (see Aeroelastic Model definition in the Aeroelasticity module). FlightLoads uses a default
SuperGroup if the user has not explicitly created one.

Overview
When Model Management is selected, the first form displayed is Create/SuperGroup/Flat Plate. Shown
adjacent to this form are all the different possible Actions, Objects, and Methods for Model Management:

Most of the Model Management forms are shown and annotated in the following pages, grouped by Object
as follows:
 SuperGroup Forms (Create, Delete, Modify, Set Current)
 Aero Groups Forms (Rebuild)
 Orphan Groups Forms (Show)

Definitions for the Model Management Objects

A SuperGroup is the name of an aerodynamic model which is a collection of Aero Groups. Any number of
SuperGroups can be defined in a single database. Aero Groups cannot be shared by SuperGroups. A
SuperGroup name is limited to 8 characters; this name is used to qualify model data, by configuration, on an
MSC.Nastran Aerodynamic or Aeroelastic Database and corresponds to the “AECONFIG” Case Control
name in MSC.Nastran subcases.
Aero Groups are individual aerodynamic surface or body macroelements. (In MSC.Nastran terminology,
these are CAERO1 or CAERO2 bulk data entries.)
Orphan Groups are Aero Groups that are not assigned to any SuperGroup. This can happen, for example, if
a SuperGroup is deleted.

Main Index
 Chapter 3: Aero Modeling 19
Model Management

Model Management Forms

This subsection provides annotated illustrations for the Model Management forms. Note that the Type for
all of these forms is Flat Plate which refers to the Doublet Lattice/ZONA51 aerodynamic modeling methods
that are characterized as being 2D panel methods (flat surfaces in 3D-space) as opposed to 3D methods
(general surfaces in 3-space). The 3D version of the form is exactly the same as the Flat Plate versions shown
on the next few pages. The available set of forms are:
SuperGroup Forms:
 Create/SuperGroup
 Delete/SuperGroup
 Modify/SuperGroup
 Show/SuperGroup
 Set Current/SuperGroup
Aero Groups Forms:
 Rebuild/Aero Groups
Orphan Groups Forms:
 Show/Orphan Groups

SuperGroup Forms
Create/SuperGroup
This form allows the user to provide a name for the SuperGroup that is meaningful within the design task.
The components (Aero Groups) that make up the SuperGroup can also be identified. If this form is not
invoked, the default SuperGroup name (AeroSG2D, for Aerodynamics SuperGroup 2D and AeroSG3D, for
Aerodynamics SuperGroup 3D) is used and all of the Aero Groups automatically belong to this Group.

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 20 MSC FlightLoads and Dynamics User’s Guide
Model Management

Delete/SuperGroup
This form (not shown) deletes the selected SuperGroup(s). The associated Aero Groups are not deleted but
become "Orphan". The current SuperGroup does not appear within the Select SuperGroup(s) box and
cannot be deleted.
Note: Only SuperGroups of the given type are displayed within the select SuperGroup(s) box.

Modify/SuperGroup
This form allows the user to change the Aero Group members in the selected SuperGroup. After the user
selects from the existing SuperGroups, the form displays all the available Aero Groups with the current
members highlighted. If a member is deselected, it becomes an "Orphan". If a member is selected, it becomes
part of the SuperGroup and is removed from any SuperGroup it currently resides in and it loses its current
"Orphan" status. If the name of an existing SuperGroup is to be modified, the user can either enter the desired
new name or select the old name from existing SuperGroups and modify it within the New Name box.

Main Index
 Chapter 3: Aero Modeling 21
Model Management

Show/SuperGroup
This form (not shown), displays which Aero Groups are associated with the selected SuperGroup.

Set Current/SuperGroup
This form lists all the created SuperGroups and highlights the current SuperGroup. The user can now choose
to set another Current SuperGroup.

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 22 MSC FlightLoads and Dynamics User’s Guide
Model Management

Aero Groups Forms

Rebuild/Aero Groups
MSC.FlightLoads and Dynamics completely manages all Aero Groups and SuperGroups, including their
contents. These Groups are, however, also available under the Group application in MSC.Patran but
SHOULD NOT BE CHANGED THERE. In the situation where an Aero Group becomes modified, this
form allows the user to restore the Aero Groups.
If there are orphaned Aero Groups, they can either be placed in the Current SuperGroup or left as orphans,
depending on the selection of the "Assign Orphans to SuperGroup" toggle.

Main Index
 Chapter 3: Aero Modeling 23
Model Management

Orphan Groups Forms

Show/Orphan Groups
This form allows the user to view any Orphan Aero Groups. These can be subsequently reassigned to a
SuperGroup.

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 24 MSC FlightLoads and Dynamics User’s Guide
Flat Plate Aero Modeling

Flat Plate Aero Modeling

This section describes how to create and manipulate Aero Groups. Both Lifting Surfaces and Bodies are
supported to provide a graphical user interface to the Doublet Lattice/ZONA51 aerodynamic capability of
MSC.Nastran. Panel Aerodynamics (App. A) of this document provides theoretical and modeling guideline
information on these aerodynamic methods.

Note: This button is disabled if the current SuperGroup is a 3D SuperGroup.

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Overview
When the user selects Flat Plate Aero Modeling, the first form displayed is Create/Lifting Surface/Existing
Surface. Shown adjacent to this form below are all the different Actions, Objects, and Methods options
available:

Most of the Flat Plate Aero Modeling forms are shown and annotated in the following pages, grouped by
Object as follows:
 Lifting Surface Forms (Create, Delete, Modify, Show)
 Body Forms (Create, Delete, Modify, Show)
 Any (Delete, Modify)
 Model Info Form

Definitions for the Flat Plate Aero Modeling Objects

A Lifting Surface is the representation of a winglike surface that provides the primary lifting capability for the
wing surface. Both the Doublet Lattice Method (subsonic) and ZONA51 (supersonic) aerodynamic codes
support lifting surfaces modeled as a trapezoid with inboard and outboard edges that are parallel to the
direction of the flow (the X-coordinate of the aerodynamic coordinate system).

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The Doublet Lattice Method (but not ZONA51) also supports the ability to model bodies, such as fuselages,
external fuel tanks and other ‘‘stores’’ and/or engine nacelles. The theory requires the user to distinguish the
bodies based on the types of motion they can sustain. A Z Body can only move in the Z-direction of the
aerodynamic coordinate system. A Y Body can only move in the Y-direction of the aerodynamic coordinate
system.
A ZY Body can move in the Z and Y directions. This option would typically be selected in an asymmetric
analysis and for bodies that are not on the plane of symmetry (such as engine nacelles).

Flat Plate Aero Modeling Forms

This subsection provides annotated illustrations for the Flat Plate Aero Modeling forms. The available set of
forms are:

Lifting Surface Forms

Create Forms
 Create/Lifting Surface/Existing Surface
 Create/Lifting Surface/4 Points
 Create/Lifting Surface/2 Curve/Edge
 Create/Lifting Surface/2 Points/Chord
 Create/Lifting Surface Subforms
• Existing Surfaces
• Mesh Control
• Optional Data
Delete Forms
 Delete/Lifting Surface
Modify Forms
 Modify/Lifting Surface

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Show Forms
 Show/Lifting Surface /Attributes
 Show/Lifting Surface /Mesh
 Show/Lifting Surface /Aspect Ratio
 Show/Lifting Surface/Boxes/Wave
• Non-Dimensional Option
 Show/Lifting Surface Subforms
• Fringe Attribute

Body Forms
Z Body, Y Body, and ZY Body Forms
 Create/Body/Existing Curve
 Create/Body/2 Points
 Create/Body/Point/Body
 Create/Body Subforms
• Existing Bodies
• Mesh Control
• Additional Body Data
 Modify/Body
• Mesh Control
 Delete/Body
 Show/Body/Attributes
 Show/Body/Mesh
 Show/Body/Interference
 Show/Body/Slender
 Delete/Any
 Modify/Any
 Show Model Information
 Show/All Model Information

Lifting Surface Methods

A lifting surface is a trapezoidal flat plate that has inboard and outboard edges aligned with the X-axis of the
aerodynamic coordinate system as shown in the sketch below. FlightLoads provides the user with four
alternative ways of creating these trapezoids as described in the following pages. Each of the Create/Lifting
Surface Methods has three subforms:
1. Existing Surfaces lists previously created surfaces.

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2. Mesh Control presents the methods for creating the mesh of boxes on which the analysis is performed.
3. Optional Data allows the user to modify the element numbering for the mesh, specify the Interference
Group ID, associated bodies, and reference coordinate frames.
The user may wish to invoke this latter form in order to force the numbering to conform to values that are
suited to the analysis environment. Following is a list of the Flat Plate Aero Modeling forms and subforms
related to lifting surfaces:

Note: 1. Edges 1-2 and 4-3 must be parallel to the Xaero axis.
2. Points 1-4 must be planar.
3. Edge 1-2 or 4-3 can be of zero length.
4. The mesh normals are assumed to align with the Zaero axis.

Lifting Surface Forms

Create/Lifting Surface/Existing Surface
Existing Surface is the default method for creating lifting surfaces. This form allows the user to select an
existing surface that was either accessed as CAD geometry or created using the Geometry application. The
surface corners are used to construct the lifting surface, ignoring any surface curvature. On this form, the user
selects the existing surface and provides a lifting surface name. The Lifting Surface name becomes an Aero
Group after successful creation.

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Create/Lifting Surface/4 Points

Under this option, a trapezoidal or triangular region is created by defining four points. The points can be
structural nodes, geometric points or x,y,z locations as shown in the example below. Note that all four points
need to be defined before Apply can be invoked. The four points must lie in a plane and the plane can not
be inclined to the incoming flow. A three-sided surface is created when two of the defined four points are the
same.

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Create/Lifting Surface/2 Curve/Edge

Under this option, a trapezoidal or triangular region is created from two curves or edges. Typically, these two
curves would define the inboard and outboard edges or the leading and trailing edges. A four-sided surface is
created when two opposing curves/edges are selected. A three-sided surface is created when two intersecting
edges are selected (i.e., inboard and trailing edges).

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Create/Lifting Surface/2 Points/Chord

This option conforms most closely to what displays on the MSC.Nastran bulk data entry for the lifting
surface. Points 1 and 4 define the locations of the inboard leading edge and outboard leading edge,
respectively. Edge 1-2 is the length of the inboard chord while Edge 4-3 provides the length of the outboard
chord.

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Create/Lifting Surface Subforms

Three subforms can be invoked from the Create/Lifting Surface Form:
 Existing Surface
 Mesh Control
 Optional Data

Existing Surfaces
This form simply lists all existing lifting surfaces. Selecting a surface does not result in any information being
transferred back to the Create/Lifting Surface form.

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Mesh Control
As described in Panel Aerodynamics (App. A), the flat plate aerodynamic methods solve for the pressures at a
discrete set of points contained within a set of boxes that are meshed onto the lifting surface. The boxes are
arranged in strips parallel to the freestream and it is the user’s task to define the chord-wise distribution of
these boxes within a given strip and to define the span-wise strips themselves. This is done with the Mesh
Control Subform described here. Guidelines on creating the mesh are included in Panel Aerodynamics (App. A).
On the Mesh Control Subform, the user can select a Mesh Control Type from the pulldown menu for both
the Span mesh and the Chord mesh (the types do not have to be the same in the two directions). After a Mesh
Control Type is selected, the form changes to support the chosen method. The example form shown here is
for the Uniform Mesh Control Type. As its name implies, this creates equal length or width boxes of the
number specified in the Number box.
The Span and Chord directions are defined in the parent form icon. Chord is always in the flow direction
while Span is along the wing and perpendicular to the chord.

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The following page contains illustrations of the form fields that appear for each of the options for Mesh
Control Type.

Uniform
This form allows the user to specify an equally distributed mesh along the chosen direction.

One Way Bias

This form allows the user to specify the ratio of the lengths of the first and last boxes and the intermediate
boxes are distributed accordingly. This option may be of use in defining the spanwise box distribution since
a value less than 1.0 would concentrate boxes at the outboard edge where additional boxes are advised to
capture the rapidly changing pressure distribution at the wing tip.

Two Way Bias

This form allows the user to specify the ratio of the middle box to the first and last boxes. Intermediate boxes
are distributed accordingly. This option may be of use in defining the chordwise box distribution since a value

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less than 1.0 would concentrate boxes near the leading and trailing edges, where the pressure gradients are the
highest.

Tabular Mesh
This form allows the user to explicitly define the box cut locations. Note that there is one more cut in each
direction than there are boxes. The input values are in fractions of chord or span and can therefore range in
value from 0.0 to 1.0. It is not necessary that the endpoints be 0.0 or 1.0, although this would be the most
typical case. Exceptions are: 1) creating multiple lifting surfaces that represent the same trapezoidal area but
specify different ranges for the mesh distribution (so that there is no overlap in meshes) or, 2) the lifting
surface may extend to the fuselage centerline, and only the exposed portion of the wing, (that starts at the
outer radius of the fuselage), would be meshed.

PCL Function
This option allows the user to select from one of several available options for performing the meshing. Only
the listed PCL functions are available. The Cosine distribution is often the ideal selection for the chordwise
pattern. Note that this option asks for the number of nodes, which is one more than the number of boxes in
the mesh.
Mesh Control Subform (continued)

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Optional Data
The Optional Data subform invoked from the Create/Lifting Surface form allows the user to modify default
values. In particular, it may be desirable to input the lifting surface geometry in a local coordinate system
specific to the surface.
This coordinate system can be specified on the form. A different numbering scheme may be desired for
labeling the mesh; if so, all mesh box ID’s must be unique. Panel Aerodynamics (App. A) provides rules for
insuring uniqueness. If there are bodies in the model, this subform allows the user to selectively define
associated bodies of the lifting surface (see Panel Aerodynamics (App. A)).
The interference group ID is used to indicate which lifting surfaces and bodies interact with each other; this
is only available for the subsonic aerodynamics. Usually, it is desired to have all the Aero Groups share a single
IGID; however, in some cases several may exist to either reduce computation time or to perform a study on
the importance of interference (between a wing and tail, for example).

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Delete/Lifting Surface
This form allows the user to select which Lifting Surfaces are to be deleted.

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Modify/Lifting Surface
This form is used to modify an existing Lifting Surface. All associated data are available for modification. If
the mesh distribution is altered, the original starting ID is retained if possible.

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After the surface is identified, its name displays in the New Surface, and the Mesh Control and Optional Data
buttons are enabled. A New Surface can be provided as well as a modified Mesh and Optional Data. If the
Mesh Control button is selected, a subform displays that allows the user to change the mesh distribution (see
Mesh Control form below).
The existing data are presented in a tabular form and each node point can be individually altered by
highlighting the old data and entering the new value in the Input Data window. The user can also select any
of the other meshing methods and enter data in an identical way as was done during the Create step.

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Show/Lifting Surface/Attributes
The Show/Lifting Surface/Attribute form is used to display Lifting Surface Attributes (type, span and chord
parametric mesh distributions, and reference coordinate system).

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This subform is displayed when the Apply button on the Show/Lifting Surface/Attributes form is selected.
Note that this form does not remove the data from the previous viewings but rather appends the new data at
the end.

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Show/Lifting Surface/Mesh
This form (not shown), looks just like the Show/Lifting Surface/Attributes form. This form is used to display
the Mesh Information (grid locations in the isoparametric, nondimensional chord and span coordinates C1
and C2, respectively) for the selected Lifting Surfaces.
This subform is displayed when the Apply button on the form is selected.

Note: The Aspect Ratio is defined as the span dimension for each box divided by the chord
dimension. You can use the aspect ratio logic under the previously mentioned Finite Element
form.

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Show/Lifting Surface/Aspect Ratio

This form computes and shows the individual Box Aspect Ratio (mean span/mean chord) for all Lifting
Surfaces in the current group. It can also be used to display only those elements that fail the plot criteria. This
is useful to assess the model quality using the recommended modeling practices of MSC Nastran. By default,
the aerodynamic boxes are fringed according to their aspect ratio values. Users may, optionally, check failure
criteria where any element values greater than a specified value (default=3.0) are color coded according to a
user-selected color (default is red).

Note: The Aspect Ratio is defined as the span dimension for each box divided by the chord
dimension. You can use the aspect ratio logic under the previously mentioned Finite Element
form.

Show/Lifting Surface/Boxes/Wave
In unsteady aerodynamics, the number of aerodynamic model degrees of freedom in one wavelength
(distance the flow travels during one unsteady cycle) is a critical parameter in determining chordwise mesh
refinement.
The wavelength is a function of the freestream velocity, v, and the frequency of the unsteady, harmonic
oscillatin, f

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wavelength = V/f, f in Hertz

So the number of boxes in a wavelength can be computed for each box as the wavelength divided by the mean
chordlength.
Boxes/wave x

but, in unsteady aerodynamics, we often use a nondimensional frequency, k

2πfc
k = ------------
2v

where C is a reference length and v is a reference freestream velocity at which we compute the aerodynamics.
In these nondimensional terms, the user can also define the boxes in wavelength as
Boxes/Wave =
πc
---------------------------------------------
k ( local – chord )
To ensure converge, you must look at the minimum number of boxes/wavelength given the intend frequency
and velocity range of the analysis. This corresponds to the maximum k value or, dimensionally, to the
combination of the minimum velocity and highest frequency of interest. In modeling terms, one typically
would choose the lowest velocity of interest and the highest natural frequency in the retained set of normal
modes. (Note that the extremely low velocities demand very high numbers of elements.)
This form computes and shows the boxes per wavelength for all individual Lifting Surface boxes in the current
group. This can be done by using the Dimensional equation (Boxes/Wave = v/f* chord) or by using the Non-
dimensional equation (Boxes/Wave = PI* c/k* chord). It can also be used to display only those boxes that fail
the recommended criteria as used in MSC.Nastran.

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Non-dimensional Option
This form is similar to the one on the previous page and only those things that are different for the Non-
dimensional options are described below.

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Fringe Attributes
This Fringe Attributes form allows the user to better control the fringe plot resulting from showing box
chords or boxes per wavelength.

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Note: This form is the same as the one for Finite Element: Verify/Quad/Aspect in the structural
preference of MSC Patran.

Body Forms
Z Body, Y Body and ZY Body
Following is a list of the Flat Plate Aero Modeling forms and subforms related to Z Body, Y Body and ZY
Body objects.
All of the forms shown in this section are valid for any of the three Body types; for simplicity, Z Body is shown
as the object on all of the forms.

Create/Body/Existing Curve
Existing Curve is the default method for creating Bodies. This form allows the user to select an existing curve.
The curve end points are used to construct the Body, ignoring curvature. The newly created Body becomes
an Aero Group.

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Create/Body/2 Points
This form allows bodies to be created using two points. The points can be structural nodes, geometric points
or X, Y, Z locations. The points must define a body parallel to the X-axis of the Aero System.

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Create/Body/Point-Body
This form supports the body definition found in the MSC.Nastran input file for CAERO2 entries. The user
is requested to define the body forward point and the body length.

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Create/Body Subforms
Three subforms are available from the Create/Body form: Existing Bodies, Mesh Control, and Additional
Data. Each are discussed in more detail in the following sections. These subforms are applicable for all bodies
(Z, Y, ZY).

Existing Bodies
This form is used to list all existing bodies. Selection of a body does not result in any information being
transferred back to the parent form.

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Mesh Control
On this form, the user selects a Mesh Control Type from the menu for the Slender Body. The Interference
Body mesh is fixed to be equal to the slender mesh. After a Mesh Control Type is selected, the form changes
to support the chosen method.
The example form shown here is for the Uniform Mesh Control Type. Following this are illustrations of the
form fields that appear for each of the four additional options for Mesh Control Type. The mesh descriptions
for the Lifting Surface (see pages page 30 to page 33) apply here as well.

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Mesh Control Subform (continued)

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Additional Body Data

This subform requests the user to provide Additional Data required for successful Body creation. Optional
data on this form is either loaded with default data values or explicitly entered. The optional 1/2 width values
should be used to produce body forces (due to a change in width).

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Modify/Body
This form allows the user to Modify existing Body definitions and is applicable for all bodies (Z, Y, ZY). The
Mesh Control and Additional Data buttons remain disabled until an existing Body is selected. These buttons
are then enabled, and the Existing Bodies ellipsis button is disabled. The initial mesh distribution and
corresponding half widths may be modified. If the number of Slender Body elements is modified, the original
starting ID is used if possible.

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Mesh Control
The initial Modify state is set to allow changes in the Tabular form for the Slender Body. However, all mesh
control options are available.

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Delete/Body
This form allows the user to select which Bodies are to be deleted. This form is exactly the same for the
(Z,Y,ZY) Bodies except that the indicated labels change to Reflect the shown Object type.

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Show/Body/Attributes
This form allows the user to display Body Attributes (type, slender and interference parametric mesh
locations, and Reference Coordinate System). The display for Show/Attributes is shown on the following
page.

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This subform is displayed when the Apply button on the Show/Body/Attributes form is selected. Note that
just like Lifting Surfaces the data is appended to the information stored in the form from previous viewings
until the Reset button is selected.

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Show/Body/Mesh
This form (not shown), looks just like the Show/Body/Attributes form. This form is used to display the Mesh
Information (node points) for the selected bodies.
The following Subform is displayed when the Apply button on the Show/Body/Mesh form is selected.

Show/Body/Interference
This form allows the user to graphically display the Interference Body as a 3D-entity. The Interface Body is
shown with markers that are plotted along the constant theta positions.

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Show/Body/Slender
This form (not shown), is exactly the same as the Show/Body/Interface form and allows the user to
graphically display the Slender Body as a 3D-entity.

Delete/Any
This form allows the user to select which Lifting Surfaces and bodies are to be deleted.

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Modify/Any
The Modify/Any form is used to modify any existing Lifting Surface or Body.

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Flat Plate Aero Modeling

Show/Model Info
This form allows the user to see the detailed aerodynamic model information for the selected SuperGroup.

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Show/All Model Information

This spreadsheet displays the following data for the selected SuperGroup and includes:
• Number of Lifting Surfaces
• Number of Z Bodies
• Number of Y Bodies
• Number of ZY Bodies
• Number of Lifting Surface Boxes
• Number of Slender Bodies
• Number of Interface Bodies

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Control Device

Control Device
Control devices are those components of an air vehicle that can be directly deflected to affect the trajectory
of the vehicle. Examples include elevators, rudders, spoilers, and flaps. All of these are aerodynamic control
surfaces. However, “Control Device” encompass a second set of parameters that have a more general
definition: any parameter whose perturbation causes a change in an applied load. Examples from the more
general set are the angle-of-attack and vertical acceleration. Typically these values result from pilot inputs to
“control surfaces”, but in the simulation we have access to these “control device” to simulate prescribed quasi-
static maneuvers. Both kinds of devices are defined through this interface.

Overview
When the user selects Control Device, the first form that displays is Create/Angles and Rates. Shown adjacent
to this form are ALL the different Actions, Objects, and Methods that can appear as part of the Control
Device option:

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Control Device

Most of the Control Device forms are shown and annotated in the following pages, grouped by action as
follows:
 Create
 Delete
 Modify
 Show

Definitions for Control Device Objects and Methods

Control Surface is an aerodynamic surface that is made up of some portion of one or more lifting surfaces.
Surface Boxes are elements of the lifting surfaces that were created in the Flat Plate Aero Modeling option.

Control Devices
Following is a list of the Flat Plate Aero Modeling forms and subforms related to Control Devices:
 Create/Angles and Rates
 Create/Control Surfaces/Linear
 Create/Control Surfaces/Nonlinear
 Create/Control Surfaces subforms
• Existing Control Surfaces
• Hinge Line, Reference Chord Length, and Reference Area
• Optional Limits
 Create/General Controls
 Delete/Any
 Delete/Angles and Rates
 Delete/Control Surfaces

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Control Device

 Delete/General Controls
 Modify/Angles and Rates
 Modify/Control Surfaces/Linear
 Modify/Control Surfaces/Nonlinear
 Modify/General Controls
 Show/Control Surfaces/Attributes
• Show Attribute Information
 Show/Any Controllers
• Show Controller Information

Control Device Forms

Create/Angle and Rates
An Angle and Rate is defined by setting it to Linear or Nonlinear. If the user does not want to create a
particular angle and rate, then that option menu should be set to Do Not Create.

Create/Control Surfaces/Linear
A Linear Control Surface can be defined by selecting all elements associated with one or more lifting surfaces.
The user is also asked to provide a hinge line coordinate system (Y-axis must be along positive hinge axis), a
Reference Chord Length and a Reference Area. The reference values are only used in the calculation of non-

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dimensional hinge moment coefficients and do not affect any other trim or loads calculations.

Linear Control Surfaces can also be defined using a set of selected elements which are not required to be
connected. This form is similar to the one on the previous page and only those things that are different for
element selection are described below.

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Control Device

Create/Control Surfaces /Nonlinear

Nonlinear Control Surfaces are defined similar to the Linear Control Surfaces except that a Units Label must
also be defined.

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Control Device

Create/Control Surfaces Subforms

Existing Control Surfaces

This form simply lists all the Existing Control Surfaces. Selection of a surface does not result in any
information being transferred back to the Create/Control Surfaces form.

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Control Device

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Control Device

Hinge Line, Reference Chord Length, and Reference Area

Limits: Hinge Moment and Position

The Optional Limits subform allows the user to provide Control Surface Hinge Moment and Position limits.
These limits are used to check for saturation of the Control Surface during an aeroelastic trim calculation.

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Control Device

Create/General Controls
A General Control is defined by specifying a Controller Name and by entering the Units Label.

Delete/Any
This form allows the user to delete any Control Device from the database.

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Control Device

Delete/Angles and Rates

This form allows the user to delete Angles and Rates from the database.

Delete/Control Surfaces
This form allows the user to delete linear and nonlinear control surfaces from the database.

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Control Device

Delete/General Controls
This form allows the user to delete general controls from the database.

Modify/Angles and Rates

Users can modify existing Angles and Rates by setting them to be Linear, Nonlinear, or Do Not Create.

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Control Device

Modify/Control Surfaces/Linear
Users can modify existing linear control surfaces. The Linear Control Surface element region can be redefined
by selecting one or more existing Lifting Surfaces or selecting individual elements.

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Control Device

Modify/Control Surfaces/Nonlinear
Users can modify existing nonlinear control surfaces the same way they modified linear control surfaces.

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Control Device

Modify/General Controls
Users can modify the units label assigned to existing General Controls.

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Control Device

Show/Control Surfaces/Attributes
This form allows the user to show attribute information about the existing Control Surface (linear and
nonlinear). Select Apply to display the Show Attribute Information subforms as shown on the following page.

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Control Device

Show Attribute Information

Three tables of attribute information appear for the selected Control Surface(s). Selecting any cell in the
spreadsheet displays Control Surface information in the databox.

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Control Device

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Aero Monitor Points

Show/Any Controllers
This form allows users to show Controller Information about the existing control devices. Select Apply to
display the Show Controllers Info subform as shown on the following page.

Show/Any Controllers/Show Controller Info

This spreadsheet shows the name, type, class, and unit label for all the selected control devices.

Aero Monitor Points

Aero Monitor Points are used to represent summations of forces over certain regions of the Aerodynamic
finite element (FE) mesh about a selected point. These Monitor points can then be combined to represent
the integrated trimmed loads appropriate for critical loads survey.

Overview
When the user selects Aero Monitor Points, the first form that displays is Create/Monitor Points. Shown
adjacent to this form are ALL the different Actions that are available when using this option.

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Aero Monitor Points

Definitions for Aero Monitor Points

Aero Monitor Points are made of aero elements or components.
Most of the Aero Monitor Points forms are shown and annotated in the following pages, grouped by Action
as follows:
 Create
 Delete
 Modify
 Show

Aero Monitor Points

Following is a list of the Aero Monitor Points forms and subforms.
 Create/Monitor Points
• Aero Monitor Point Definition
 Delete/Monitor Points
 Modify/Monitor Points
 Show/Monitor Points
• Aero Monitor Point Info
To complete the forms, the user would start by selecting values at the top of the form, choosing an action and
then an object. The fields on the remainder of the form display depending on the selections.

Create/Monitor Points
An Aero Monitor Point is defined by selecting aeroelements. The user is also asked to provide a monitor point
label, a reference coordinate system and select the monitor components.

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 Chapter 3: Aero Modeling 83
Aero Monitor Points

Aero Monitor Point Definition

The Aero Monitor Point Definition subform allows the user to select either Aero elements or whole aero
models.

Note: The following two forms are also valid for the Modify action.

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Aero Monitor Points

Delete/Monitor Points
This form allows the user to delete Aero Monitor Points from the database.

Modify/Monitor Points
Users can modify existing Monitor Points. The label, element region, coordinate frame, and Monitor
Components can all be redefined.

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 Chapter 3: Aero Modeling 85
Aero Monitor Points

Show/Monitor Points
This form allows the user to look at the data used to define the selected Aero Monitor Points.

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Aero Monitor Points

Aero Monitor Point Info

This spreadsheet show the Name, Point Definition, and the Components for all the selected Aero Monitor
Points.

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 Chapter 4: Aerodynamics
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

4 Aerodynamics

 Introduction 88

Global Data 88

Steady Aerodynamics 89
 Unsteady Aerodynamics 100

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 88 MSC FlightLoads and Dynamics User’s Guide
Introduction

Introduction
The Aerodynamics module of MSC FlightLoads is divided into the following three application sections:
 Global Data
 Steady Aerodynamics
 Unsteady Aerodynamics
The following is an example of the initial form that is displayed when you choose the Aerodynamics option
from the main MSC FlightLoads menu.

Global Data
The following is the form that is displayed when you choose the Global Data option from the main MSC
FlightLoads Aerodynamics menu.

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 Chapter 4: Aerodynamics 89
Steady Aerodynamics

Steady Aerodynamics
Steady Aerodynamics is used to define a Downwash (Normalwash, a Pressure, or an Aero Structural Force
that is associated with a set of values of the vehicle’s control vector. These “parametric” loads (that is, functions
of the control setting) will then be elasticized and used to trim the airplane. These loads should represent total
distributed load for their associated control positions - not incremental loads due to perturbations in the
controller!

Overview
When the user selects Steady Aerodynamics, the first form that displays is Create/Pressure/Q. Shown adjacent
to this form are all the different Actions and Objects that can appear as part of the Steady aerodynamics
option:
The following is a portion of the initial form that is displayed when you choose the Steady Aerodynamics
option from the main MSC FlightLoads Aerodynamics menu.

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Steady Aerodynamics

Steady Aerodynamics
Most of the Steady Aerodynamic forms are shown and annotated in the following pages, grouped by Action
as follows:
The following is a list of the forms included in the Steady Aerodynamics section:
 Create/Pressure/Q
 Create/Normalwash/Q
 Create/Force/Q
 Create Subforms
• Create/Any/Control Vector
• Create/Any/Fem Dependent Data
 Delete/Any
 Modify/Pressure/Q
 Modify/Normalwash/Q
 Modify/Force/Q
 Show/Any/Fringe
 Show Subforms
• Show/Any/Fringe/Fringe Attributes

Create/Pressure/Q
Pressure/Q can be defined by setting the Control Vector Data, Load/BC Set Scale Factor, and by specifying
a field for the top and bottom pressure or just one for the Delta Pressure. For 3D SuperGroups the user is
asked to supply a Nodal Pressure instead.

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 Chapter 4: Aerodynamics 91
Steady Aerodynamics

Create/Normalwash/Q
Normalwash/Q can be defined by setting the Control Vector Data, Load/BC Set Scale Factor, and by
specifying a field for the normalwash.

Note: This Object is not available when the current SuperGroup is of Type 3D.

Create/Force/Q
Both the structural and the Aero Force/Q are defined by setting the Control Vector Data, the Load/BC Set
Scale Factor, and by specifying a field for the Force Vector and one for the Moment Vector.

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Steady Aerodynamics

Create/Any Subforms
Control Vector
This form is used to enter the information on the symmetry, mach, rigid body motions, and the Control
Devices.

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 Chapter 4: Aerodynamics 93
Steady Aerodynamics

Note: This form is valid for the Create version of the Control Vector form and for the Modify version
of the Control Vector form.

FEM Dependent Data

This form is used to define the Nodes/Elements and their values that make up the field that gets used for the
pressure, normalwash, force and moments.

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Steady Aerodynamics

Note: This form changes based on which databox activated the button on the Steady Aerodynamics
form. It can be used to enter either scalar or vector data and to select either nodes or elements.

Delete/Any
This form allows the user to delete existing Pressure/Q, Normalwash/Q, or Force/Q from the database.

Note: The Object Normalwash/Q is not available when the current SuperGroup is of type 3D.

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 Chapter 4: Aerodynamics 95
Steady Aerodynamics

Note: This form is valid for all the objects (Pressure/Q, Normalwash/Q, and Force/Q).

Modify/Pressure/Q
Users can modify existing Pressure/Q. All data associated with Pressure/Q can be redefined.

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Steady Aerodynamics

Modify/Normalwash/Q
Users can modify existing Normalwash/Q. All data associated with Normalwash/Q can be redefined.

Note: The Object Normalwash/Q is not available when the current SuperGroup is of type 3D.

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 Chapter 4: Aerodynamics 97
Steady Aerodynamics

Modify/Force/Q
Users can modify existing Force/Q. All data associated with Force/Q can be redefined.

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Steady Aerodynamics

Show/Any/Fringe
Users can show fringe plots of the existing Pressure/Q or Normalwash/Q.

Note: The Object Normalwash/Q is not available when the current SuperGroup is of type 3D.

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 Chapter 4: Aerodynamics 99
Steady Aerodynamics

Note: This form is valid for the objects (Pressure/Q and Normalwash/Q).

Show/Any/Fringe /Fringe Attributes

This form allows the users to set the attributes to be used in determining the Fringe plot.

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 100 MSC FlightLoads and Dynamics User’s Guide
Unsteady Aerodynamics

Note: This form is valid for the objects (Pressure/Q and Normalwash/Q).

Unsteady Aerodynamics
In order to perform dynamic aeroelastic stability (Flutter) and response analysis, first define the aerodynamics
at specific Mach numbers, M (ratio of speed to the speed of sound) and Reduced Frequencies, k
(nondimensional frequency). In MSC FLD, these defined data are used as the basis for interpolation to user-
defined analysis points. The interpolation is performed on the union of all Mach-Frequency Pair Sets that are
used in any given run. Under user control, these data may be interpolated within a Mach number (e.g.,
frequencies only) or across all Mach-k pairs in the union of sets. Typically only 6 to 10 frequencies per Mach
number are required for an adequate interpolation. Too many frequencies can actually degrade the quality of
the interpolation!
In this form you are able to define named sets of Mach Frequency pairs. You will then select these sets on a
subcase by subcase basis in Flutter Subcase Creation.

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 Chapter 4: Aerodynamics 101
Unsteady Aerodynamics

The basic approach is to define ranges of values and select Uniform, Biased or Tabular methods to fill
interstitial values. The Mach numbers are typically a single value per set, so it is possible to merely specify a
Minimum value if only one is desired. The Reduced Frequency may be defined nondimensionally (that is,
by k value) or dimesionally by combinations of cyclic frequency (in Hertz) and dimensional speed. The k
value is related to these dimensional parameters by the equation:

K = ( 2F × b ) ⁄ 2 × V
where F is the cyclic frequency, b is the reference chord length from the Global Data and V is the dimensional
Velocity.
You may choose dimensional input as a convenience if you understand the frequency range of your analysis
(typically coming from the normal mode frequency range of your vehicle) and the speed range (typically
coming from the flight condition and flight envelope).
In either case, the data will be converted into reduced frequency values for computational purposes.

Overview
When the user selects Unsteady Aerodynamics, the first form that displays is Create/MK Pair Set. Shown
adjacent to this form are all the different actions that can appear as part of the Unsteady Aerodyanmic option:

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Unsteady Aerodynamics

Most of the Unsteady Aerodynamic forms are shown and annotated in the following pages, grouped by
Action as follows:
 Create
 Delete
 Modify

Unsteady Aerodynamics
The following is a list of the forms included in the Unsteady Aerodynamics section:
 Create/MK Pair Set
 Delete/MK Pair Set
 Modify/MK Pair Set
 Mach-Frequency Pairs Subforms
• Mach-Frequency Pairs/Uniform/NonDimensional
• Mach-Frequency Pairs/Uniform/Dimensional
• Mach-Frequency Pairs/One Way Bias/NonDimensional
• Mach-Frequency Pairs/One Way Bias/Dimensional
• Mach-Frequency Pairs/Tabular

Create/MK Pair Set

MK Pairs are defined by creating a set name and then defining a series of Mach-Frequency Pairs.

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 Chapter 4: Aerodynamics 103
Unsteady Aerodynamics

Note: 1. The user is able to create duplicates of already existing Mach - Frequency Pair Sets. This
can be done by selecting an existing name from the “Existing MK Pair Sets” listbox.
This name is entered into the “MK Pair Set Name” databox and the data for this
selection is displayed on the “Mach - Frequency Pairs” subform. The name needs to be
changed before the “Apply” button is selected otherwise an error message is generated.
2. Selecting “Apply” associates the “Mach - Frequency Pairs” with the “MK Pair Set
Name” and stores the data in the database in association with the current Supergroup.

Delete/MK Pair Set

This form allows the user to delete existing MK Pairs from the database.

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Unsteady Aerodynamics

Note: 1. The user can select any number of Mach - Frequency Pair Sets to be deleted.
2. Selecting “Apply” deletes the “Mach - Frequency Pairs” data and the “MK Pair Set
Name” from the database and disassociates it from the current Supergroup.

Modify/MK Pair Set

This form allows the user to modify existing MK Pairs by allowing the set name and the actual Mach-
Frequency pairs to be redefined.

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 Chapter 4: Aerodynamics 105
Unsteady Aerodynamics

Note: 1. The user selects an existing name from the “Existing MK Pair Sets” listbox. This name
is entered into the “New MK Pair Set Name” databox and the data for this selection is
displayed on the “Mach - Frequency Pairs” subform.
2. This form can also be used to change the name of the “MK Pair Set”. If the name in
the “New MK Pair Set Name” databox is different than the selected name in the
“Existing MK Pair Sets” listbox, then the new name is associated with the new “Mach
- Frequency Pairs” data in the database and the old name/data are deleted.
3. Selecting “Apply” modifies the “Mach - Frequency Pairs” data that is associated with
the selected “MK Pair Set Name” and restores the data in the database in association
with the current Supergroup.

Mach-Frequency Pairs/Subforms
Mach-Frequency Pairs/Uniform/NonDimensional
This form is used to define the Mach-Frequency Pairs using uniform nondimensional data.

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Unsteady Aerodynamics

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 Chapter 4: Aerodynamics 107
Unsteady Aerodynamics

Note: 1. This form is valid for both the Create action and the Modify action. If an existing MK
Pair Set is selected, then the data associated with that Mach - Frequency Pair is
displayed in the spreadsheet. If this is a modify action, these data can be modified.
2. This form should not be displayed if the “Reference Chord” and the “Reference Span”
widgets on the “Global Data” form have not already been defined. A message to direct
the user should be issued.
3. M = Mach, k = Reduced Frequency, F = Cyclic Frequency, and V = Velocity.
4. The “Min Mach”, “Max Mach”, “kmin”, and “kmax” databoxes are all of type Real and
blank by default.
5. The two “Number” databoxes are both of type Integer and are blank by default.
6. The spreadsheet has 20 rows to start. When the “Add” button is selected, the data
entered above is transferred into the spreadsheet below any rows that are already filled
in. If there are not enough rows in the spreadsheet to hold the new data the “Add”
button causes new rows to be created.
7. When the “OK” button is selected, all the information that is currently in the
spreadsheet is stored in the database. This data is to be stored in the same way that the
“Trim Parameter” data for the “Static Aeroelasticity” solution type is currently being
stored.
8. The “Mach Set” option menu and the “Frequency Set” option menu work independent
of one another so they do not have to be set to the same values.
9. If only 1M or 1k is desired Min or Max Uniform with 1 should be allowed.
10. Must have at least 1 Mk pair at the time the OK button is selected.
11. The data from this form is used with the MKAERO1 card.
12. The user should be able to cycle the Mach set and Freq. Set and press the “Add” button
multiple times - thereby accumulating pairs.

TMach-Frequency Pairs/Uniform/Dimensional
This form is similar to the main Mach-Frequency Pairs form defined on the previous page, but this version
uses Uniform Dimensional data.

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Unsteady Aerodynamics

Note: 1. F = Cyclic Frequency and V = Velocity.

2. The “Min Mach”, “Max Mach”, “Fmin”, “Vmax”, “Fmax”, and “Vmin” databoxes are
all of type Real and blank by default.
3. The two “Number” databoxes are both of type Integer and are blank by default.

Mach-Frequency Pairs/One Way Bias/NonDimensional

This form is similar to the two previous forms that define the Mach-Frequency pairs but this one uses one
way bias nondimensional data.

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Unsteady Aerodynamics

Note: 1. This form is valid for both the “One Way Bias” and the “Two Way Bias” option. The
only difference between the two forms is the icon. For the “Two Way Bias” option the
icon looks like this:

2. k = Reduced Frequency.
3. The “Min Mach”, “Max Mach”, “kmin”, “kmax”, and the two “L2/L1” databoxes are
all of type Real and blank by default.
4. The two “Number” databoxes are both of type Integer and are blank by default.
5. These icons are the same ones that are used on the “Mesh Control” forms.

Mach-Frequency Pairs/One Way Bias/Dimensional

This form is similar to all the previous forms that define the Mach-Frequency pairs but this one uses one way
bias dimensional data.

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Unsteady Aerodynamics

Note: 1. This form is valid for both the “One Way Bias” and the “Two Way Bias” option. The
only difference between the two forms is the icon. For the “Two Way Bias” option the
icon looks like this:

2. F = Cyclic Frequency and V = Velocity.

3. The “Min Mach”, “Max Mach”, “Fmin”, “Vmax”, “Fmax”, “Vmin”, and the two
“L2/L1” databoxes are all of type Real and blank by default.
4. The two “Number” databoxes are both of type Integer and are blank by default.
5. These icons are the same ones that are used on the “Mesh Control” forms.

Mach-Frequency Pairs/Tabular
This form is similar to all the previous forms that define the Mach-Frequency pairs but this one uses tabular
data.

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 Chapter 4: Aerodynamics 111
Unsteady Aerodynamics

Note: 1. There are 25 rows in each spreadsheet.

2. The user enters the data (a real number) in the “Input” databox and presses the
Return/Enter key to store the data in the “Mach” or “Reduced Freq.” spreadsheet.
3. The user deletes the data in the “Input” databox and presses the Return/Enter key to
remove data from the selected cell.

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Unsteady Aerodynamics

Main Index
 Chapter 5: Aeroelasticity
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

5 Aeroelasticity

 Introduction 114

Aero-Structure Coupling 114

Structural Monitor Points 133
 Aeroelastic Model 139

Analysis 146

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Introduction

Introduction
The Aeroelastic Module is used first to couple the aerodynamic and structural models and subsequently to
perform aeroelastic analyses. The module is separated into four areas that are selectable by clicking on one of
the ellipsis buttons at the bottom of the form:
 Aero-Structure Coupling - Couples the aerodynamic and structural models. In this module you can
create, modify and verify your coupling model that relates the aerodynamic and structural meshes. A
number of splining (coupling) methods are available (See Appendix B).
 Struc. Monitor Points - Used to represent summations of forces. In this module you can create and
modify your monitor points.
 Aeroelastic Model - User selects the structural and aerodynamic models for use in the current
analysis, as well as the associated splines. Structural and aerodynamic parameters that are associated
with the model (as opposed to subcase specific parameters) are also defined here.
 Analysis - User selects the analysis type, defines one or more conditions (subcases) and submits the
job.

Aero-Structure Coupling
The aerodynamic and structural models are created and exist as completely separate entities. In the
MSC.Patran database, any number of structural models and aerodynamics models (SuperGroups) may exist.
To perform an analysis, a pair of these models must be “connected” to each other.

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Aero-Structure Coupling

In aeroelasticity, what is required is that you relate the model in such a way that the aerodynamic forces can
be mapped to the structural model (with equilibrium preservation) and that the structural deformation be
mapped to the aerodynamic model to allow aeroelastic forces to be computed.
It is the aero-structure coupling that brings these two models together using splining concepts. Splines
(App. B) of this User’s Guide provides theoretical information on the variety of splines available in
MSC.FlightLoads. Accurate splining is a key task in an aeroelastic analysis and Splines (App. B) provides
guidelines on the creation and validation of the splines. This module provides extensive tools for both aspects
of coupling.

Overview
When Aero-Structural Coupling is selected, the first form displayed is Create/Surface/General. Shown
adjacent to this form are all the different possible Actions, Objects, Methods, and Infos for Splines.

Not all combinations of Action-Object have a Method menu. In some instances it is substituted with an Info
menu and in others there is nothing.
There are two basic methods for splines: beam splines and surface splines. In general, beam splines work well
for high aspect ratio wings, bodies and for beam structural models. Surface splines work well for low aspect
ratio wings and all built-up structures. Note that, in general, it is the nature of the structural model that
determines the best spline choice.

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Aero-Structure Coupling

Note: Beam Splines are not available if the current SuperGroup is of type 3D.

Most of the Aero-Structural Coupling forms are shown and annotated in the following pages, grouped by
Action as follows:
 Create
 Delete
 Modify
 Show
 Verify

Definitions for Spline Methods

The possible Methods are: "Displacement" which is used to transfer structural displacements to the aero
model, "Force" which is used to transfer aerodynamic forces to the structural model and "General" where in
the same structure and aero points are used to construct both the displacement and force transfer mechanism.
In this latter case, which is the most commonly used method in MSC.Nastran, the matrix used to spline
forces is simply the transpose of the matrix used to spline displacements. Users may, however, want to separate
the spline usage because of the desire to map aerodynamic forces only to structural load pick up points (i.e.,
aircraft wing spar/rib intersections) while a larger set of structural points would more accurately define a
displacement shape to be mapped to the aerodynamic model. Using this separate approach may actually
increase solution efficiency due to the (potentially) reduced spline matrix densities.

Aero-Structure Coupling
Following is a list of the Aeroelastic forms and subforms related to Aero-Structure Coupling (Splines):
 Create/Surface (General, Displacement, or Force)
 Create/Surface Subforms
• Existing Splines
• Select Groups
• Select Surface
• Optional Data
 Create/Beam (General, Displacement, or Force) Aero Body
 Create/Beam (General, Displacement, or Force) Aero Surface
 Create/Beam Subforms
• Select Body
• Select Surface
• Optional Data
 Delete (Any, Surface, or Beam)

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 Modify/Surface (General, Displacement, or Force)

 Modify/Beam (General, Displacement, or Force)
 Show/Surface or Beam/Attributes
 Show Attribute Information
 Verify/Displacement/Plot

Create/Surface (General, Displacement, or Force)

Surface splines are typically used to couple aerodynamic lifting surfaces to structural plate models
representing upper and/or lower lifting surfaces. The Create/Surface form is used to create an intermediate
surface that serves to develop the spline matrices. FlightLoads supports three variations of surface splines. The
first is the Harder-Desmarais spline where the intermediate surface is a flat plate that is infinite in extent. The
second is the Thin Plate spline where the intermediate "surface" is the swarm of structural points (which must
not be coplanar). The third type is a Finite Plate spline wherein the intermediate surface is finite in extent.

Note: Only thin plate surface splines are allowed when the current SuperGroup is of Type 3D.

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Aero-Structure Coupling

The Create/Surface form defines a name for the spline and identifies the structural points and aerodynamic
boxes that are connected to the spline. Subforms allow the user to display the names of the previously Existing
Splines and to set Optional Data. The structural node selection can be done by selecting or typing in the node
ID’s or by selecting one or more structural groups. In a similar manner, the Aero Boxes can be selected by
typing in or picking the element ID’s or the Surface option can be used to include all of the elements from
only one Lifting Surface.

Create/Surface Subforms
Existing Splines
This subform allows users to see the names of previously created splines. Selection of a spline does not result
in any information being transferred back to the Create form.

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Select Groups
This subform allows users to conveniently select a set of structural nodes to use in the spline simply by their
membership in one or more Groups. After spline creation, the structural nodes are stored, not the Group
names.

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Select Surface
This subform allows users to conveniently select a set of aerodynamic elements to use in the spline simply by
their membership in a Lifting Surface or a 3D Aero surface. After spline creation, the aerodynamic elements
are stored, not the Lifting Surface name.

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Optional Data
This subform allows users to change the default spline type from Harder-Desmarais to either Thin Plate or
Finite Plate. Depending on the spline type selected, the allowable user input varies (see below).

Note: If the current SuperGroup is of type 3D then the only type available is thin plate.

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Create/Beam (General, Displacement, or Force) Aero Body

Beam splines are typically used to couple either aerodynamic lifting surfaces or bodies to structural beam
models whose stiffness represent the bending and torsion characteristics of an actual vehicle component (i.e.,
wing, fuselage, etc.). The Create/Beam form is used to generate a spline that is conceptually based on an
intermediate structure which is a one-dimensional beam of infinite extent. The form itself is similar to the
Create/Surface form with the modification that the associated Aero elements can come from either a lifting
surface or a body. If a lifting surface is being splined, it is necessary to define a coordinate system whose Y-
axis extends along the beam. (Aerodynamic bodies do not require a coordinate system; the body’s X-axis
defines the spline axis.)

Note: This object is not available when the current SuperGroup is of type 3D.

This form is used to spline structural beams to aerodynamic bodies. The Create/Beam form defines a name
for the spline and identifies the structural points and aerodynamic bodies that are connected to the spline.
Subforms allow the user to display the names of the previously Existing Splines and to set Optional Data.
The structural node selection can be done by selecting or typing in the node ID’s or by selecting one or more
structural groups. In a similar manner, the Aero Bodies can be selected by typing in or picking the element
ID’s or the Body option can be used to include all of the elements from only one Body.

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Aero-Structure Coupling

Create/Beam (General, Displacement, or Force) Aero Surface

This form is used to spline structural beams to aerodynamic lifting surfaces.

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Create/Beam Subforms
Select Body
This subform allows users to conveniently select a set of aerodynamic elements to be used in the spline simply
by their membership in a Body. After spline creation, the aerodynamic elements are stored, not the Body
name.

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Aero-Structure Coupling

Note: The user selects one Surface.

Select Surface
This subform allows users to conveniently select a set of aerodynamic elements to be used in the spline simply
by their membership in a Lifting Surface. After spline creation, the aerodynamic elements are stored, not the
Lifting Surface name.

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Note: The user selects one Surface.

Optional Data
This subform allows users to change the default beam spline attachment flexibility. A negative value for the
rotation attachments means the spline is not attached to these rotations; that is, the structural rotations are
not transferred to the aero model (types DISPLACEMENT, BOTH) and/or the aerodynamic forces are not
put a moment on the associated structural points (types FORCE, BOTH).

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Delete Any, Surface or Beam

Delete allows users to remove previously created Surface and Beam Splines from the database. For Object =
Any, users may select Surface and/or Beam Splines for subsequent deletion.
The Delete/Any version of the form is shown below.

Note: If the current SuperGroup is of type 3D, then only the Any and Surface Object will be available
on this form.

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Note: If Object is set to a specific object (i.e., Surface or Beam), then the “Existing ...”
label reflects the current object. The listbox is also filtered.

Modify/Surface (General, Displacement, or Force)

This form is identical to Create/Surface Spline form, with the added ability to modify the spline name. It
allows users to alter previously created surface splines.

Note: Only Thin Plate Surface splines can be modified when the current SuperGroup is of type 3D.

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Modify/Beam (General, Displacement, or Force)

This form is identical to Create/Beam Spline form for both Aero Body and Aero Surface (Aero Body is shown
below), with the added ability to modify the spline name.

Note: This Object is not available when the current SuperGroup is of type 3D.

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Show Surface or Beam/Attributes

Show allows users to review information on previously created Surface and Beam Splines. This information
is displayed in both tabular and graphical formats. Selecting Apply on this form results in the display of a
spreadsheet of information (see next page) and optionally markers on the selected splines. The

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Show/Surface/Attributes version of the form is shown here. Showing Spline attributes results in the display
of a spreadsheet of information (see next page) and, optionally, markers on the selected Splines.

Note: This Object Beam is not available when the current SuperGroup is of type 3D.

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Show Attribute Information

Selection of any cell in the spreadsheet causes that row’s information to be displayed in more detail in the
information box.

Verify/Displacement/Plot
Verify allows the users to verify previously created Surface and Beam Splines using displacements and to,
optionally, animate the results.

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 Chapter 5: Aeroelasticity 133
Structural Monitor Points

Structural Monitor Points

Structural Monitor Points are used to represent summations of forces over certain regions of the Structural
finite element (FE) mesh about a selected point. These Monitor Points can then be combined to represent
the integrated trimmed loads appropriate for critical load survey. For Structural Monitor Points, only
Structural FE nodes may be selected.

Overview
When the user selects Struc. Monitor Points, the first form that displays is Create/Monitor Points form.
Shown adjacent to this form are ALL the different Actions and Objects that can appear as part of the Struc.
Monitor Points option.

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Structural Monitor Points

To complete the forms, the user would start by selecting the Action and Object and then completing the
remainder of the form.
Most of the Struc. Monitor Point forms are shown and annotated in the following pages, group by action as
follows:
 Create
 Delete
 Modify
 Show

Structural Monitor Points

Following is a list of the Structural Monitor Points forms and subforms:
 Create/Monitor Points
• Monitor Point Definition
 Delete/Monitor Points
 Modify/Monitor Points
 Show/Monitor Points
• Structural Monitor Point Info

Create/Monitor Points
Structural Monitor Points can be defined by selecting a structural node or group and by providing a Label,
the Reference Coordinate Frame, and the Monitor Components.

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Structural Monitor Points

Monitor Point Definition

This form allows the user to select either structural nodes or groups for defining the structural monitor point.

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Structural Monitor Points

Note: This form is also valid for the modify action.

Note: This form is also valid for the modify action.

Delete Monitor Points

This form allows the user to delete structural Monitor Points from the database.

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Structural Monitor Points

Modify Monitor Points

Users can modify existing structural Monitor Points. All the data associated to the Structural Monitor Point
can be redefined.

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Structural Monitor Points

Show/Structural Monitor Points

This form allows the user to look at the data used to define the selected Structural Monitor Points.

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Aeroelastic Model

Structural Monitor Point Info

This spreadsheet show the Name, Point Definition, and the Components for all the selected Structural
Monitor Points.

Aeroelastic Model
Aeroelasticity, as the name implies, is the coupling of aerodynamics and structures. Prior to performing an
aeroelastic analysis with MSC.FlightLoads and Dynamics, an aeroelastic model must be identified. This

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Aeroelastic Model

model is comprised of a structures model (of necessity, one that is appropriate for dynamics analysis -- it
should include appropriate inertias and produce good normal modes), an aerodynamic model, and the splines
that couple the two models. FlightLoads was designed to support the evolution (maturation) of aero and
structural models. Multiple representations of the structure and the aerodynamic meshes may appear in a
single database for subsequent use in aeroelastic analyses. It is also appropriate at this point in the simulation
process to define the model-dependent parameter data pertaining to structural and aerodynamic model
behaviors.
Following is a list of the Aeroelastic Model form and its subforms:
 Aeroelastic Model
 Aeroelastic Model Subforms
• Select Aero Model
• Select Structural Model
• Model Parameters
• Global Data

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Aeroelastic Model

Aeroelastic Model Form

Aeroelastic Model Subforms

Select Aero Model
This subform is used to identify the aerodynamic component of the aeroelastic model. The selected aero
model must be a SuperGroup. The current SuperGroup is the default selection. An alternative SuperGroup
may also be selected.

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Aeroelastic Model

Select Structural Model

This subform is used to select the structural component of the aeroelastic model. As in standard structural
analyses from MSC.Patran, users can select all structural elements in the database or a specific Group. The
default selection is "Entire Model".

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Aeroelastic Model

Model Parameters
Model Parameters allows the user to change the default model behavior and representation in MSC.Nastran.

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Aeroelastic Model

Global Data
This form is used to define the basic properties for static aeroelasticity.

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Aeroelastic Model

These forms are subforms for Global Data provided as a convenience to users. Length and area calculations
are performed based on selection of points from the graphics viewport.

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Analysis

Analysis
The third step on the Aeroelasticity main form, after coupling the aero and structural models and defining
the aeroelastic model, is the actual aeroelastic analysis. The following pages describe the procedure required
to perform an aeroelastic analysis choosing a solution type of either Static Aeroelasticity or Flutter Analysis.
Note: This button is disabled if the current SuperGroup is a 3D SuperGroup.

Overview
When the user selects Analysis, the form is displayed in its default state with the Solution Type set to Static
Aeroelasticity. Shown adjacent to this form are ALL the different Solution Types and Methods that are
available when using this option.

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Analysis

Analysis Forms
Most of the Analysis forms and its subforms are shown and annotated in the following pages, grouped as
follows:
 Aeroelastic Analysis
 Analysis Subforms
• Target Databases
• Subcase Create (for Static Aeroelasticity)
• Trim Parameters
• FEM Rigid Body DOFs
• Output Requests
• Direct Text Input
 Subcase Create (for flutter)
• Mach-Frequency Pairs
• Flutter Parameters
• Output Requests
• Direct Text Input
• Select Superelements
• Real Eigenvalue
• Complex Eigenvalue
 Subcase Select
 Existing Jobs
 Job Parameters
 Analysis Manager

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Analysis

Aeroelastic Analysis
The basic Aeroelastic Analysis form is the same for any of the selected Methods associated with Static
Aeroelasticity. Please note that the Flexible Increment Method is not allowed to be mixed with the Rigid or
Flexible Trim Method in a single analysis job. If either a Flexible Increment or Rigid/Flexible Trim Subcase
is selected for analysis, the other option(s) will be disabled.
Three Methods are available with Static Aeroelasticity: Flexible Increments, Flexible Trim, and Rigid Trim:
Flexible Trim is the most common Static Aeroelastic analysis Method performed in MSC.Nastran. This is the
calculation of the trim parameters (vehicle rigid body motion and control device) settings required to
maintain the desired aircraft attitude, rate and/or acceleration. The result of this calculation is not only the
trim parameters but also the resulting external loads on the air vehicle. These loads include the components
of aerodynamics (rigid), inertia (structural mass), flexible (structural flexibility) and trim (use of control
devices or rigid body motion).
Rigid Trim is identical to Flexible Trim, with the exception that structural flexibility effects are ignored. The
vehicle inertial properties are obtained from the structural model, identified as part of the aeroelastic model.
Note that the structural model is still elastic (it deforms); “rigid” implies that the increment in aerodynamic
load induced by those deformations is ignored (no aeroelastic feedback).
Flexible Increments is the calculation of flexible load increments due to unit perturbations of each trim
parameter, one at a time. These are always calculated as part of a Flexible Trim analysis. By requesting a
Flexible Increment Method, the trim solver will not be invoked and the Flexible Increments may be
optionally stored on the aeroelastic database. If stored, these may then be reused for rapid trim solutions as
the calculations up the point of calculation of Flexible Increments is no longer required.
The Basic Flutter Analysis capability allows you to define MSC.Nastran Flutter Analysis: PK, PKNL, K, and
KE.
In addition to the Flutter subcase there are forms to allow the user to select the defined hardpoint
aerodynamics, Mach Number and Reduced Frequency pair, for aerodynamic database population. Note that
the creation of the data and the use of the data are separate.

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Analysis

Note: When the Solution Type is set to Flutter, the Method menu is not needed and does not display.

Target Database
MSC.FlightLoads has been designed to simplify the creation and reuse of archival collections and
aerodynamic and static aeroelastic dates. This capability has been in MSC.Nastran aeroelasticity but required
a very knowledgeable user to ensure the correct data were saved and significant DMAP work was needed to
reuse. Now these features are automated. Appendix E and F contain a more detailed description of the
contents of the two collections. The aerodynamic database contains no structural information and all the

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Analysis

aerodynamic model geometry mesh and rigid aerodynamics that are needed for any subsequent aeroelastic
analysis.
The aeroelastic database requires the aerodynamic database, and includes the aerodynamic data after it has
been coupled to a particular structure. Of necessity, these data are a function of the selected dynamic pressures
in addition to all the structural boundary conditions.
The aerodynamic database is useful to perform studies of a given configuration with more than one structural
or spline representation. The aeroelastic database is associated with a single pair of math models, but can
simulate any trimmed, quasi-static maneuver as a simple linear combination of the archival collection. It is
useful to rapidly generate trimmed distributed loads for a large number of maneuvers within a given Mach
and dynamic pressure (i.e., altitude and speed). Appendix C discusses the “unit solutions” or “flexible
increment” that comprise this collection.
Aerodynamic or Aeroelastic databases may be created and selected for data reuse. If an Aeroelastic database is
selected for reuse, its companion Aerodynamic database will be automatically selected.

Note: This form is valid for both solution types.

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File Name or Add Aerodynamic or Add Aeroelastic

The label on the form changes based on which button on the Target Database form is selected. The form
shown below is for the File Name. If Add Aerodynamic is chosen, the form title would read Select
Aerodynamic MASTER File. If Add Aeroelastic is chosen, then the form title would read Select Aeroelastic
MASTER File.

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Analysis

Subcase Create - (for Static Aeroelasticity) - Create

Subcase Create defines one or more analysis conditions based on the Selected Analysis Type/Method pair. The
form shown below is valid for Flexible Trim, Flexible Increments and Rigid Trim Methods.

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Analysis

Subcase Create - (for Static Aeroelasticity) - Delete

The form deletes any existing static Aeroelastic subcases from the database. This form is valid for all Methods
and Flexible Trim, Flexible Increments, and Rigid Trim.

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Analysis

Note: This form is identical to the one under analysis which has had the “Action” option menu added
to it.

Subcase Create - (for Static Aeroelasticity) - Global Data

The form allows the users to globally change the Output Request for the selected Static Aeroelastic subcases.
This form is valid for all Methods: Flexible Trim, Flexible Increments, and Rigid Trim.

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Analysis

Note: This form is identical to the one under analysis which has had the “Action” option menu added
to it.

Trim Parameters
The Trim Parameters form, shown below, is valid for Flexible Trim, Rigid Trim and Flexible Increments.

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Note: 1. Full models must have the XZ Symmetry option menu set to Asymmetric.
2. For symmetric and antisymmetric analysis, the model must be geometrically symmetric
about the ZX plane of the aerodynamic (flow) coordinate system.
3. The Velocity is only enabled when Dimension, Angles, and Rates (on the options form)
is toggled.
4. The Velocity takes a real number and uses it in the following equation to convert the
entered degrees/sec in the spreadsheet to nondimensional rates before storing them in
the database.

Equation:
deg· ⁄ s ) ( length )  rad
Dimensional Rate = (--------------------------------------------
- ---------
 
2 × Velocity deg

where:

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Analysis

Length is the reference chord for symmetric rates and is the reference span for antisymmetric. The reference
lengths are defined in the Aeroelastic - Model -> Global Data form.
5. The Vehicle Rigid Body Motion Trim Parameters listed on the lower half of this form, are dependent
on the value of XZ Symmetry. The Symmetric parameters are: alpha (angle of attack), pitch rate,
longitudinal acceleration, vertical acceleration and pitch acceleration. The Antisymmetric parameters
are beta (side slip), roll rate, yaw rate, lateral acceleration, roll acceleration and yaw acceleration.
Asymmetric parameters include those from both Symmetric and Antisymmetric. Only these Angles
and Rates that have been created will be available on the spreadsheet.
6. The Control Device Trim Parameters listed on the lower half of this form shows the created control
devices for the current SuperGroup.
7. Each Trim Parameter can have one of four uses: NO, FREE, FIXED, LINKED. Trim Parameters
that use NO are excluded from the trim solution. FIXED Trim Parameters have a constant value
during trim. FREE Trim Parameters are treated as unknowns during the trim analysis. LINKED
Trim Parameters are determined by the values of one or more Trim Parameters through linear
superposition:
Linked Trim Parameter = C1*Trim_Parameter_1+C2*Trim_Parameter_2+...

Trim Parameter Use Subform

When focus is placed in a Trim Parameter “Use?” Cell on the preceding page, the following input form
displays.

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The following table displays the possible values for the label on the previous Use form.

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Analysis

Use Cell Name Dimensional Dimensional NonDimensional NonDimensional

&Scale Factor = 1 &Scale Factor != 1 &Scale Factor = 1 &Scale Factor != 1
Alpha (Degrees) (Degrees) (Rads) (Rads)
Beta (Degrees) (Degrees) (pb/2v) (pb/2v)
Roll Rate (degs./sec.) (degs./sec.) (qc/2v) (qc/2v)
Pitch Rate (degs./sec.) (degs./sec.) (rb/2v) (rb/2v)
Yaw Rate (degs./sec.) (degs./sec.) (rb/2v) (rb/2v)
Longitudinal (length/s/s) (length/s/s) (length/s/s) (length/s/s)
Acceleration
Lateral (length/s/s) (length/s/s) (length/s/s) (length/s/s)
Acceleration
Vertical (length/s/s) (length/s/s) (length/s/s) (length/s/s)
Acceleration
Roll (degs./s/s) (degs./s/s) (Rads/s/s) (Rads/s/s)
Acceleration
Pitch (degs./s/s) (degs./s/s) (Rads/s/s) (Rads/s/s)
Acceleration
Yaw (degs./s/s) (degs./s/s) (Rads/s/s) (Rads/s/s)
Acceleration
Control Devices (Degrees) (degs./s/s) (Rads) (Rads)

FEM Rigid Body DOFs

Static Aeroelastic analysis allows for restraint of one or more structural degree-of-freedom for inertia support.
This DOF is associated with a structural node. The node should be associated with a heavy piece of structure
as it is used to "support" the aircraft inertia during the specified condition. This form results in the creation
of an MSC.Nastran SUPORT1 entry, referenced by the subcase.

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Analysis

Output Requests (Basic)

Basic Output Requests allow users to select aerodynamic and structural results for all applicable nodes and
elements.

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Analysis

Note: The Output Request form is not available for Flexible Increments. These are automatically
written to an XDB file unless otherwise indicated under Job Parameters (i.e., "None" causes
the unit increments to not be stored on the XDB file).

Output Requests (Advanced)

This form gives the user access to create the Output Request exactly as they need it.

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Analysis

Global Data - Edit Output Request

This form allows users to modify defined Output Request for multiple subcases globally.

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Analysis

Direct Text Input

Users can provide one or more lines of Subcase specific lines for inclusion in the analysis job.

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Analysis

Note: This form is identical to the current Direct Text Input form under Subcase Create in the
Analysis application.

Subcase Create - (for Flutter) - Create

Subcase Create defines one or more analysis conditions on the selected Analysis Type.

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Note: 1. Selecting an existing Subcase loads the appropriate data into the form.
2. The “Output Request” and “Direct Text Input” forms are the same as when the
selected “Solution Type” is “Static Aeroelasticity”.
3. The “Select Superelements” button is only active if Superelements are present in the
DB. (This cannot be added to Static Aero until changes are made to MSC.Nastran.)
4. By default the “Complex Eigenvalue” button is grayed out. It is only active when the
“Method” on the “Flutter Parameters” form is set to K.

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Analysis

Subcase Create - (for Flutter) - Delete

This form (not shown) is exactly like the one for Static Aeroelasticity except that it allows users to delete any
existing Flutter Subcases from the database.

Subcase Create - (for Flutter) - Global Data

This form (not shown) is exactly like the one for Static Aeroelasticity except that it allows the user to globally
change the output request for the Selected Flutter subcases.

Mach/Frequency Pairs
This form is used to select which Mach-Frequency Pair is going to be used in the Flutter Analysis.

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Analysis

Flutter Parameters
The top half of the Flutter Parameters form, shown below, is the same for all four methods: PK, PKNL, K,
and KE.

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Flutter Parameters: PK Method

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Analysis

Note: 1. “Mach” and “Dens. Ratio” are real databoxes that are blank by default.
2. The “Vector” cells on the spreadsheet toggle between “No” and “Yes” when selected.
3. The “Input” databox accepts a positive real value that gets entered into the selected
“Velocity” cell when the Return/Enter key is pressed. If the databox is empty when the
Return/Enter key is pressed, the selected cell is cleared.
4. The “Add Row” button allows a new row to be added to the spreadsheet while the
“Delete” button deletes the selected row.

Flutter Parameters: PKNL Method

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Note: 1. The “Vector” cells on the spreadsheet toggle between “No” and “Yes” when selected.
2. The “Input” databox accepts a positive real value that gets entered into the selected
“Mach”, “Dens Ratio”, or “Velocity” cell when the Return/Enter key is pressed. If the
databox is empty when the Return/Enter key is pressed, the selected cell is cleared.
3. For the “Mach” cells zero is also an allowed input.
4. The “Add Row” button allows a new row to be added to the spreadsheet while the
“Delete” button deletes the selected row.

Flutter Parameters: K and KE Method:

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Analysis

Note: 1. “Mach” and “Dens. Ratio” are real databoxes that are blank by default.
2. The “Input” databox accepts a positive real value that gets entered into the selected
“Reduced Frequency” cell when the Return/Enter key is pressed. If the databox is
empty when the Return/Enter key is pressed, the selected cell is cleared.
3. The “Add Row” button allows a new row to be added to the spreadsheet while the
“Delete” button deletes the selected row.
4. This form is the same when Method = KE.

Output Requests
This form (not shown) is exactly like the one for Static Aeroelasticity and allows the user to create Output
Requests.
Basic output request give the use the ability to select aerodynamic and structural results for all applicable
nodes and elements.

Direct Text Input

This form (not shown) is exactly like the one for Static Aeroelasticity and allows the user to create Output
Requests.
Users can provide one or more lines of subcase specific lines for inclusion in the analysis.

Select Superelements
Users select which Superelements are to be included in the analysis job.

Note: This form is identical to the current Select Superelement form under Subcase Create in the
Analysis application.

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Analysis

Eigenvalue Extraction - Real

This form allows the users to define Real Eigenvalue data to be used in the analysis.

Note: This form is identical to the current Eigenvalue Extraction form that comes up off the Real
Eigenvalue button selection under SOL 110 Subcase Parameters in the Analysis application.

Eigenvalue Extraction - Complex

This form allows the users to define complex Eigenvalue data to be used in the analysis.

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Analysis

Note: This form is identical to the current Eigenvalue Extraction form that comes up off the
Complex Eigenvalue button selection under SOL 110 Subcase Parameters in the Analysis
application.

Subcase Select
This form allows users to review and alter the selected subcases prior to analysis. All created subcases are listed
in the top listbox. As subcases are selected, they are added to the bottom listbox for subsequent use in analysis.
Trim subcases (Rigid and Flexible) can not be mixed with Flexible Increment subcases. After the first subcase
is selected for analysis, the other type is automatically removed from the available listbox.

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Analysis

Existing Jobs
Previously created analysis Jobs may be selected for analysis, modified for subsequent analysis or removed
from the database.

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Analysis

Select/Delete

Job Parameters
Job Parameters specify the Run Type (i.e., whether an analysis is performed or just the creation of an input
file), the resource limitations, print behavior and input file creation behavior. An Include File can be specified
in the Translation Parameters subform.
Four Run Types are available: Full Run, Check Run, Analysis Deck and Model Only. A Full Run causes an
analysis to be performed while a Check Run instructs MSC.Nastran to check out the created input deck.
Analysis Deck causes the creation of a complete input file while Model Only results in the creation of only
the bulk data section.

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Translation Parameters
This subordinate form appears when the Translation Parameters button is selected.

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Numbering Options
This subform appears when the Numbering Options button is selected.

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Analysis

Bulk Data Include File

This subform appears when the Bulk Data Include File button is selected.

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Direct Text Input

One or more lines of text can be defined for the four sections of the MSC.Nastran input file: File
Management Section (FMS), Executive Case Control (EXEC), Case Control (CASE) and Bulk Data.

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 Chapter 6: Results Browser
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

6 Results Browser


Introduction 184

Attach Results Data 185
 Flexible Increment Filter 189

Loads Browsers 190

Export 216
 Results Viewer 219

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Introduction

Introduction
The Results Browser allows users to query previously computed external loads information.
The module is separated into four Results Browser applications and one Data Attachment application that
are selectable by clicking on one of the ellipsis buttons at the bottom of the form.
 Attach Results Data - Accesses loads data from XDB Results files and aerodynamic/aeroelastic
databases.
 Flexible Increment Filter - Filters results down to a single unit solution.
 Loads Browser - Does Running Load, XY plots and Load Summations.
 Export - Exports loads data in the form of MSC.Nastran Force/Moment entries.
 Results Viewer - Views the Results for the selected unit solution or for the General case.

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Attach Results Data

Attach Results Data

The first step in browsing loads is to select the data source. If the data resides external to the MSC.Patran
database, it must first be "accessed". External data sources include Aerodynamic/Aeroelastic Databases and
aeroelastic analysis results files (in XDB format).
Loads Data, Model Data or both Loads and Model Data can be accessed from an external file. It is
recommended that Model Data be accessed from an empty MSC.Patran database. Loads data refers to all
results data, not merely the loads. Existing MSC.Patran results tools can be used for all results following the
attachment in MSC.FlightLoads. Model data brings in a grid-element representation of both the structural
and aerodynamic models. Neither are “complete” in the sense of direct creation, but are complete in regards
to visual action of results. To bring “complete” models, use the Import function.
Accessing Aero data causes the automatic creation of an XDB file and subsequent attachment. This is
transparent to the user.
If the Loads Data to be processed already resides in the MSC.Patran database as LBCs or results, it does not
have to be accessed.

Overview
When Attach Results Data is selected, the first form displayed is Attach XDB/Both. Shown adjacent to this
form are all the different possible Actions and Objects.

Attach Results Data

The following is a list of the Results Browser Forms and subforms related to Attach Results Data.
 Attach XDB
• Translation Parameters Subform

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Attach Results Data

 Attach Aero
 Detach XDB

Attach XDB
This form illustrates the selection of an XDB results file for attachment. Typically, the default Translation
Parameters are adequate and can be ignored. Note that the Element Results Position is by default set to Nodal.
This should be set to Both for FlightLoads because aerodynamic forces are computed at the centroid of
aerodynamic elements and the structural forces are computed at the nodes.

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Attach Results Data

Translation Parameters Subform

Attach Aero
This form illustrates the selection of an Aero results file for attachment. The XDB attachment in
MSC.FlightLoads has the “Rotational Nodal Results” selected by default to ensure that nodal rotations are
present for spline verification and that moments are present for load summations.

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Attach Results Data

Detach XDB
This form detaches the previously attached Loads Data files.

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Flexible Increment Filter

Flexible Increment Filter

This is a new option on the Results Browser menu that allows you to choose a single unit solution to be used
instead of the general solution. This form is only available when the Result selector on the main form is set
to Flexible Increment.

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Loads Browsers

Loads Browsers
Visualizing resultant loads along the bending axis of a wing can be very helpful for verifying that the correct
loads have been applied to a model. MSC.FlightLoads and Dynamics provides a set of XY Plotting
capabilities that allow for plotting overall vehicle applied shear, bending moment, and torque (SBMT)
diagrams based on the applied loading. This functionality allows for plotting overall vehicle applied SBMT
diagrams along different axes for different regions of the structures.
Load Summation provides a convenient method of summing the applied vehicle loads about a spatial
location.
The Loads Browser in the Results Browser module allow users the ability to create either Running Loads Plots
or perform Load Summations

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Loads Browsers

Overview
When Loads Browser is selected, the first form displayed is Create/Region. Shown adjacent to the form below
are all the different Actions, Objects, and Method Options available.

Not all combinations of Action and Object are valid for this form. The Method option menu is only available
when the Action is set to Plot or if the Action is set to Create and the Object is set to Force.
Most of the Loads Browser forms are shown and annotated in the following pages, grouped by Action as
follows:
 Create (Region, Region Chain, and Force)
 Modify (Region and Region Chain)
 Delete (Region and Region Chain)
 Plot - Running Loads (LBCs, Load Cases, and Results)
 Plot - Load Summation (LBCs, Load Cases, and Results)

Loads Browser
Following is a list of the Results Browser forms and subforms related to the Loads Browser:
 Create/Region
 Create/Region Chain
 Create/Force
 Modify/Region
 Modify/Region Chain
 Delete/Region
 Delete/Region Chain

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Loads Browsers

 Plot/LBCs/Running Loads
 Plot/Load Cases/Running Loads
 Plot/Results/Running Loads
 Plot -- Running Load Subforms
 Plot/LBCs/Load Summation
 Plot--Load Summation Subforms
Creation of Running Loads plots and Load Summations requires the identification of a section of the model
over which the plot is to be created. This section can be described using a Region, Region Chain or on-the-
fly through interactive node and element selection.
Visualizing resultant loads along the bending axis of a wing can be very helpful for verifying that the correct
loads have been applied to a model. MSC.FlightLoads and Dynamics provides a set of XY Plotting
capabilities that allow for plotting overall vehicle applied shear, bending moment, and torque (SBMT)
diagrams based on the applied loading. This functionality allows for plotting overall vehicle applied SBMT
diagrams along different axes for different regions of the structures.
Load Summation provides a convenient method of summing the applied vehicle loads about a spatial
location.
The following picture illustrates the methodology behind the loads data for plots.

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Loads Browsers

Load Summations can be performed using previously defined Regions or on-the-fly selection of nodes and
elements.
Both Running Loads and Load Summation support the following kinds of external loads:
 Forces and Moments
 Pressure
 Inertia
 Distributed Edge Loads
Typically, Force and Moment loads are evaluated because they appear in the Aerodynamic/Aeroelastic
database and Aeroelastic analysis results files.

Create/Region
This form describes the creation of model Regions. These can describe either aerodynamic or structural
Regions. A Region should only pertain to either the structural or aerodynamic model and not both.

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Create/Region Chain
Two or more Regions can be chained together and referenced as a Region Chain. A Region Chain can describe
Regions with a discontinuity at their intersections (i.e., two Regions that follow a wing spar break). Region
Chains can be referenced in Running Load plots. The following form is used to combine individual regions
into a region chain that can be plotted in a single graph..

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Create/Force
The Create Force functionality enables a user to create an equivalent force vector that is derived from all of
the nodal forces within any combination of existing load cases. The user has the ability to define the load
summation point where the equivalent force is applied as well as the region over which the load summation
is performed. The resultant force can either be used to replace the contents of an existing load case or to create
an entirely new load case.

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The following form is displayed if the user selects the load disposition switch to enable the Replace Data in
Load Case option. This option will cause all of the loads contained in the selected load case to be replaced
with the newly created equivalent force.

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Loads Browsers

Modify/Region
Previously created Regions can be modified.

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Loads Browsers

Modify/Region Chain
Previously created Region Chains can be modified.

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Loads Browsers

Delete/Region
Previously created Regions can be deleted from the database if they are no longer useful.

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Delete/Region Chain
Previously created Region Chains can be removed from the database when they are no longer useful.

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Loads Browsers

Plot
When the Action is set to Plot, the user has the ability to plot various kinds of Running Loads or Load
Summation. The possible options for the form at this point are:

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Plot Running Loads

To Plot Running Loads, set the Action to Plot on the Loads Browser form. The form layout is set up so that
the user sets up the plot in a logical order from the top of the form to the bottom. Several sub-forms are also
used to define the parameters of the plots to be generated. Users have the optional choice of writing this
information to a report file.
After identifying that a Running Load plot is desired, the model’s nodes and elements must be identified
either by membership to a Region, Region Chain or Selected on-the-fly.

Running Loads - Methodology

This section covers the theory and methodology behind the creation of Running Load plots and also shows
the overall mathematical procedure that is used to generate the data for these plots.

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Regions
The first item to be defined is the Region. The Region consists of finite elements and a reference coordinate
system (see figure below).

All data reported on a Running Load plot for this Region is given in terms of the reference coordinate system.
The Region covers a certain range of ordinates within the reference coordinate system. This range is from the
minimum X-axis value in the reference coordinate system of the FEM nodes in the region to the maximum
X-axis value in the reference coordinate system of the FEM nodes in the Region. Correspondingly, there is a
Y and Z range. X is important because summation occurs along X.

Region Chains
A Region Chain may be defined. This Chain consists of an ordered list of Regions. These Regions should be
adjacent and attached pieces of structure for an Running Load plot to give realistic results (see figure below).
There are no checks in MSC.FlightLoads and Dynamics that prevents Region Chains from containing
unattached pieces of structure.

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Running Load Plots

The procedure for generating the Running Load plot data consists of accumulating the sum of the loads from
the maximum X-axis location in the last Region in the Chain back to the minimum X-axis value of the first
Region in the Chain. These accumulating summed loads are known as Running Loads. Each point on the
resulting curve is equivalent to a load summation done at the X ordinate for all parts “outboard” (larger X
value) in the region or region chain.
Running Loads are calculated at “evaluation points” for each Region. The number of points at which applied
loads are summed and reported is determined by the evaluation points box on the plot form. This number is
the same for all of the regions. Loads applied to the model that lie within the X-axis region of the specified
coordinate system(s) are included in the Running Load plot (see figure below).

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Loads Browsers

The equations used to sum the loads together for an evaluation point are as follows.
loads
FX eval =  FX i
i = 1
loads
FY eval =  FY i
i = 1
loads
FZ eval =  FZ i
i = 1
loads
MX eval =  MX i + FY i z i + FZ i y i
i= 1
loads
MY eval =  MY i + FX i z i + FZ i ( x i – x eval )
i= 1
loads
MZ eval =  MZ i + FX i y i + FY i ( x i – x eval )
i = 1

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To find the beginning Running Load (load at the maximum evaluation point) for a Region, the Running
Load at the minimum evaluation point of the next Region in the Chain is transformed from the reference
coordinate system of the next Region in the Chain to the reference coordinate system of the current Region
and then translated to the maximum evaluation point of the current Region. If the Region is the last Region
in a Chain then the beginning Running Load is zero for all terms.
For the reporting Region data on Running Load plots, the first Region is plotted using its X-coordinates
directly. The next Chained Regions are included by adding their X-value onto the end of this, with the origin
of the second system located its value in the first coordinate system. For example, suppose a first Chained
Region is defined from X’=5 to X’=32, and the second Chained Region covers X’’=-3 to X’’=23. The origin
of the second Chained Region located at X’=29 in the first coordinate system. Data from the first Chained
Region occupies the graph from x=5 to x=32, and the second Chained Region is plotted over x=26 to x=51.
It is very likely that two adjacent Regions will contain identical nodes. Therefore, the code checks to see if
regions next to each other in a Region Chain contain identical nodes and place forces attached to only those
nodes in the Region appearing first in the list. This will prevent double counting of the forces applied to these
nodes. This check is only done for adjacent Regions in a Region Chain. No check is done for duplicate
elements, therefore pressures applied to elements present in more than one Region in an Region Chain will
be summed twice in the Running Load calculation.
A sample Running Load plot from is shown below:

Plot/LBCs/Running Loads
One or more MSC.Patran Loads/Boundary Conditions can be integrated over a model to produce a Running
Load plot.

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This form shows the changes that occur when the “Option” option menu is changed to “Selected Entities”.
Notice that the changes are valid for all Objects (LBCs, Load Cases, Results).

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Plot/Load Cases/Running Loads

One or more MSC.Patran Load Cases, which may reference multiple LBCs, can be integrated over a model
to produce a Running Load plot.

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Plot/Results/Running Loads
One or more Results can be integrated over a model to produce a Running Load plot. For MSC.FlightLoads
and Dynamics, an XDB results file is automatically created by attachment to an Aerodynamic/Aeroelastic
database. Therefore, Running Loads plots of this loads data require "Results" selection.

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Plot Running Loads - Plot Options

This subform is valid for all Objects (LBCs, Load Cases, and Results) and is accessed from the Running Loads
main form. It controls the appearance of the XY plot, as well as the status of previously created plots.

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Plot Load Summation

Load Summations are accessed by setting the Plot Method to Load Summation. These may not be performed
over Region Chains. They can only be performed on Regions or selected on-the-fly.

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Load Summation - Methodology

For forces, the Load Summation calculation is simply the summation of the force vector components
(transformed if necessary). The moments are calculated by determining the cross product of the force vector
and the moment arm vector where the moment arm vector is a vector from the reference point to the node
on which the force vector is applied.

Mx dx
My = Fx Fy Fz × dy (6-1)
Mz dz

For pressure loads, the equivalent nodal loads must be calculated. The first step is to transform the element
face to a local coordinate system whose normal, the vector w , is defined by the cross product of a vector from
node1 to node 2, the vector u , of the face and a vector from node 1 to node 4,

1-2
ux v x
uy = v
1-2
y
(6-2)
uz v
1-2
z

and

wx ux
wy = v
1-4
x v
1-4
y v
1-4
z
× uy . (6-3)
wz uz

The second local direction, the vector v , is defined by taking the cross product of w and u ,

vx ux
vy = wx wy wz × uy . (6-4)
vz uz

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The transformation matrix, λ , is created from the direction cosines between the local system and the global
system. The nodal coordinates are then multiplied by the transformation matrix.
The pressure load, like the displacements in an isoparametric finite element, is defined anywhere in the
element (or on the element face for 3D elements) by
n

q(u, v) =  qi ψi (6-5)
i= 1

q(u, v) = =the spatial distribution of the pressure load in the local element coordinate system.
qi = =the pressures at the nodes
ψi = =the element interpolation functions.

The equivalent nodal forces are calculated from the exact integral evaluated using Gauss-Legendre quadrature

M N

q =  q(ξ, η) dξ dη ≅   q(ξ I, η J)det(J)W I W J (6-6)

ΩR I = 1J = 1

ξ, η = =the element’s parametric coordinates.

q(ξ, η) = =the pressure distribution in the element’s parametric coordinate system.
det(J) = =the determinate of the Jacobian.
q(ξ I, η J) = =the pressure at the integration points ξ I, η J .
W I, W J = =the Gauss-Legendre integration weights.

Once calculated, the nodal loads are transformed into the global system using the transpose of the
transformation matrix.

Plot/LBCs/Load Summation
This form is the same for all Objects (LBCs, Load Cases, and Results). The only change is the label on the
“Select LBC(s)...” button and the subform it displays. See the previous pages where Method=Running Loads
for button labels and subforms.

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Plot Load Summation - Plot Options

This form is valid for all Objects (LBC, Load Cases, and Results) and is accessed from the Load Summation
main form.

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Select the Apply button on any of the Plot/Load Summation main forms to display the following spreadsheet.

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Export

Export
Export supports the seamless transfer of loads data, residing as aeroelastic results, to the structural model. The
most common method of applying external loads are supported: loads described as MSC.Nastran
FORCE/MOMENT entries in a text file. This file may be either “INCLUDED” in future (simple statics)
structural analyses or read into an MSC.Patran database as LBCs.

Overview
When Export is selected, the Export/LoadSet/Results form is displayed. Note that there are no other
Action/Object/Method combinations available for this form.

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Export

Exporting loads causes the creation of a text file contained in MSC.Patran FORCE/MOMENT entries. If
multiple loads from a single result case are selected, they are linked together by a LOAD entry.

Export
External loads are Exported into a text file containing MSC.Nastran FORCE/MOMENT entries by setting
the Action to Export. One or more Result Cases/Quantities can be Exported. An XDB must have been
previously attached to provide the aeroelastic loads results used by this capability.

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Export

Export - Output File Name Subform

The user selects the name of the text file for exportation.

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Results Viewer

Results Viewer
This button displays the Patran Results forms using the Flexible Increment Filter to filter through the
available results when requested.

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Results Viewer

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 Chapter 7: Import/Export
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

7 Import/Export


Introduction 222

Import 222
 Export 224

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Introduction

Introduction
Import/Export allows users to communicate model and loads data to and from the current MSC.Patran
database.

Import
The Import capability allows the user to retrieve an aerodynamic model into the current MSC.Patran
database described in an MSC.Nastran input file, an Aero Mesh Interface File, or an A502 File.
Model data, including lifting surface, body, control device and splines can be imported by reading an
MSC.Nastran input file (.bdf or .dat file). 3D model data can be imported in two different ways. The user
can read in an Aero Mesh Interface File (.ami file), see Appendix F for the user can read in an A502 File (.inp
file). The import form shown here gives the user access to all three import methods.

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Import

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Export

Note: 1. Upon reading in a MSC.Nastran input file, the appropriate entities are created in the
database as if the user had performed the construction via the user interface. The
appropriate session file commands mimicking this construction are created.
2. The aerodynamic coordinate system from the bulk data file as well as hinge line
coordinate systems are copied into the MSC.Patran database. However, if a coordinate
system of the same ID is already in the database, it is assumed that this coordinate
system is to be used and the one from the bulk data file is not imported.
3. For the spline information to be imported, the structural nodes must already exist in
the database. If you are importing both the structural and aerodynamic models into the
database, you must import the structure first (using the File/Import option of the
MSC.Patran Structural Preference) before using the MSC.FlightLoads Import option
to obtain the aerodynamic model. If the structural nodes are not present, the
aerodynamic model is imported but not the aeroelastic model.
4. Importing of 3D model data causes the appropriate entities to be created in the
database. Currently, there is no user interface to allow the users to create 3D models
from scratch so no commands are written to the session file.

Export
The ability to export loads data or partial bulk data files is important to help users get data out of the GUI
and into some other application.

Overview
When Export is selected, the first form displayed is Export/BDF Fragments/Aero Groups. Shown adjacent to
this form are all the different possible Actions, Objects, and Methods for Export.

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Export

Not all combinations of Object and Method are valid for this form. Most of the Export forms are shown and
annotated in the following pages, grouped by Object as follows:
 Load Set (Results)
 BDF Fragments (all Methods except for Results)

Export
Following is a list of the Export forms and subforms.
 Export/Load Set/Results
• Select File Subform for Load Set
 Export/BDF Fragments/Aero Groups
 Export/BDF Fragments/Super Groups
 Export/BDF Fragments/Aero Elem List
 Export/BDF Fragments/Grid Set
 Export/BDF Fragments/Splines
 Export/BDF Fragments/Control Devices
 Export/BDF Fragments/
 Export/BDF Fragments/Monitor Points
• Select File Subform for BDF Fragments
• Select Surface/Select Groups Subform

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Export

Export/Load Set/Results
External loads are exported into a text file containing MSC.Nastran Force/Moment entries by setting the
Action to Export. One or more Result Cases/Quantities can be exported. An XDB must have been previously
attached for this capability to properly fction.

Select File Subform

The user selects the name of the text file for exportation from the following.

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Export

BDF Fragments
The Export of BDF Fragments allows you to select certain data from FlightLoads to be exported to a text file
in MSC.Nastran Bulk Data File format. These "fragments" of BDF files allow access to commonly needed
portions of models without requiring you to create a subcase and job.
This form is exercised by naming a file and repetitively selecting instances of the various "Method" types. The
file will initially default to "Overwrite" status and, following the first pick, will change to "Append" status.
Thus, repetitive "Apply" actions on selections will append to the named file by default. The default can be
overridden by explicit selection.
When the selected item requires that more than one BDF entry be created (for example, SPLINE4 refers to
an AELIST and SET1 entry), the dependent entries will automatically be created.

Export/BDF Fragments/Aero Groups

This method allows selection of MSC.FLD aerodynamic components. Selected components are exported as
CAEROi and their dependent Bulk Data entries in the BDF fragment file.

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Export

Export/BDF Fragments/Super Groups

This method allows selection of all an MSC.FLD SuperGroup (the "Aero Groups" that comprise an
aerodynamic configuration) and selected SuperGroups become CAEROi and their dependent Bulk Data
entries in the BDF fragment file.

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Export

Export/BDF Fragments/Aero Elem List

This method allows selection of some number of MSC.FLD aerodynamic elements. Selected elements are
then placed on an AELIST entry in the BDF fragment file.

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Export

Export/BDF Fragments/Grid Set

This method allows selection of some number of MSC.FLD structural grids. Selected grids are then placed
on a SET1 entry in the BDF fragment file.

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Export

Export/BDF Fragments/Splines
This method allows selection of some number of MSC.FLD splines. Selected splines are then placed on
SPLINEi, AELIST and SET1 entries in the BDF fragment file.

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Export

Export/BDF Fragments/Control Devices

This method allows selection of some number of MSC.FLD control devices. Selected controllers are then
placed on AESTAT, AESURF and AEPARM (and dependent entries) in the BDF fragment file.

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Export

Export/BDF Fragments/Coord Frame

This method allows selection of some number of MSC.FLD coordinate frames. Selected frames are then
placed on CORDij entries in the BDF fragment file.

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Export

Export/BDF Fragments/Monitor Points

This method allows selection of some number of MSC.FLD monitor points. Selected Monitor Points are
then placed on MONPNT1 and their dependent entries in the BDF fragment file.

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Export

Select File Subform

The user selects the name of the text file that is to be used for the export of the BDF Fragments.

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Export

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Export

Select Surface/Select Groups Subform

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Export

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 Appendix A: Panel Aerodynamics
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

A Panel Aerodynamics


Introduction 240

Aerodynamic Data Generation 240
 Aerodynamic Theories 241

Aerodynamic Modeling Guidelines 244

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Introduction

Introduction
MSC.FlightLoads and Dynamics Version 1 creates aerodynamic models and produces results that are
compatible with the Doublet-Lattice and ZONA51 aerodynamics that are provided in MSC.Nastran. The
Doublet Lattice method (DLM) is applicable to subsonic flows while ZONA51 can be considered its
supersonic counterpart. These methods are of a of class "Panel Methods" that represent lifting surfaces by flat
panels that are nominally parallel to the flow. The Doublet Lattice method has the additional ability to
represent bodies as variable radius cylinders, also aligned with the airflow. Other "Panel Methods" can be
more general and represent the surfaces as discrete curved surfaces in 3-space.
This Appendix provides a brief description and theoretical discussion of these methods and then offers some
guidelines for their use. Much of this development is taken from the MSC.Nastran User’s Guide for Aeroelastic
Analysis (Ref. 12) with corrections and supplementary material provided for this document.
MSC.Nastran aerodynamic analysis, like structural analysis, is based upon a finite element approach. The
finite aerodynamic elements are strips or boxes on which there are aerodynamic forces. The aerodynamic
elements, even for complex vehicles, must be in regular arrays. In particular, the aerodynamic elements for
the lattice methods are arrays of trapezoidal boxes with sides that are parallel to the airflow. These can be
described simply by defining properties of the array (panel).
Aerodynamic forces are generated when the flow is disturbed by the flexible vehicle. Theory leads to a matrix
that relates the forces acting upon the structure due to the deflections of the structure.
These deflections are the combination of rigid body motions of the vehicle and the structural deformations
of the vehicle as it undergoes an applied loading during a maneuver. For the steady flow considered in
FlightLoads Static Aeroelastic analysis, the relationship between the deflection and the forces is a function of
the aerodynamic model (including any symmetry conditions) and the Mach number of the flow.

Aerodynamic Data Generation

Aerodynamic elements are boxes or segments of bodies that are combined to idealize the vehicle for the
computation of aerodynamic forces. These elements, like structural elements, are defined by their geometry
and their motions are defined by degrees of freedom at aerodynamic grid points. Requirements of the
aerodynamic theory dictate the geometry of the boxes. The Doublet-Lattice (DLM) and ZONA51 methods
assume trapezoidal boxes with their edges parallel to the free-stream velocity. By the use of aerodynamic input
data, aerodynamic elements and grid points are automatically generated to help ensure that many of the
theoretical requirements are met.
Aerodynamic calculations are performed using a Cartesian coordinate system. By the usual convention, the
flow is in the positive X-direction, and the X-axis of every aerodynamic element must be parallel to the flow
in its undeformed position. (This is an assumption of aerodynamic small disturbance theory.) The structural
coordinate systems may be defined independently, since the use of the same system for both may place an
undesirable restriction upon the description of the structural model. Any MSC.Nastran Cartesian system
may be specified for the aerodynamic coordinates, with the resulting flow defined in the direction of the
X-axis. All aerodynamic element and grid point data are transformed to the aerodynamic coordinate system.
All the global (displacement) coordinate systems of the aerodynamic grid points will have their T1-directions
in the flow direction. Their T3-directions will be normal to the element in the case of boxes, and parallel to
the aerodynamic T2- and/or T3-directions in the case of bodies.

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Aerodynamic Theories

The aerodynamic grid points are physically located at the centers of the boxes for the lifting surface theories
and at the centers of body elements for the DLM. A second set of grid points, used only for display, is located
at the element corners. Grid point numbers are generated based upon the element identification number.
Both sets of grid points are numbered beginning with the user provided ID of the lifting surface. The
centroidal grids are numbered from the inboard leading edge box and then incremented by one, first in the
chordwise direction and then in the spanwise direction. The corner grid numbering begins at the leading edge
inboard corner and again proceeds first chordwise and then spanwise. In terms of the graphical display, the
centroidal grids can be thought of as element ID’s and corner points as node ID’s.
The aerodynamic theories in MSC.Nastran have additional downwash locations that need to be defined here.
These points are designated as comprising the j-set of aerodynamic control points. The j-set is not a user set;
it is a notational set to identify aerodynamic matrices used in the solution processing. Physically, these are
points on the element where the downwash vectors are computed. The location of these points is a function
of the aerodynamic method employed:
 For Doublet-Lattice boxes, the downwash point is at the 75% chordwise station and spanwise center
of the box. The pressure singularity is computed along the 25% chordwise station.
 For ZONA51 boxes, the downwash point is at the 95% chordwise station and the spanwise center
of the box while the pressure in considered constant over the element.
 For Doublet-Lattice interference and slender body elements, the control point and pressure
singularity are identically located along the axis of the element and at 50% of its length.

Aerodynamic Theories
MSC.FlightLoads and Dynamics supports three aerodynamic theories:
1. Doublet-Lattice subsonic lifting surface theory (DLM)
2. ZONA51 supersonic lifting surface theory
3. Subsonic wing-body interference theory (DLM with slender bodies)
Each of these methods is described in this section, but they all share a common matrix structure.
Three matrix equations summarize the relationships required to define a set of aerodynamic influence
coefficients [see Rodden and Revell (1962)]. These are the basic relationships between the lifting pressure and
the dimensionless vertical or normal velocity induced by the inclination of the surface to the airstream; i.e.,
the downwash (or normalwash),
{ w j } = [ A jj ] { f j ⁄ q } (1-1)

the substantial differentiation matrix of the deflections to obtain downwash,

g
{ w j } = [ D jk ] { u k } + [ D jx ] { u x } + { w j } (1-2)

and the integration of the pressure to obtain forces and moments,

{ P k } = [ S kj ] { f j } (1-3)

where:

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Aerodynamic Theories

wj downwash
g
wj static aerodynamic downwash; it includes, primarily, the static incidence distribution
that may arise from an initial angle of attack, camber, or twist
fj pressure on lifting element j
q flight dynamic pressure
A jj ( m ) aerodynamic influence coefficient matrix, a function of Mach number ( m )
uk displacements at aerodynamic grid points
Pk forces at aerodynamic grid points
D jk Substantial differentiation matrix for aerodynamic grid deflection (dimensionless)
[ D jx ] substantial derivative matrix for the extra aerodynamic points
{ ux } vector of “extra aerodynamic points” used to describe, e.g., aerodynamic control
surface deflections and overall rigid body motions
S kj integration matrix

The three matrices of (1-1), (1-2), and (1-3) can be combined to give an aerodynamic influence coefficient
matrix:
–1
[ Q kk ] = [ S kj ] [ A jj ] [ D jk ] (1-4)

which relates the force at an aerodynamic grid point to the deflection at that grid point and a rigid load
matrix:
–1
[ Q kx ] = [ S kj ] [ A jj ] [ D jx ] (1-5)

which provides the force at an aerodynamic grid point due to the motion of an aerodynamic extra point.

All methods compute the S kj , A jj , and D jk matrices as a function of Mach number. The D jx matrix
is only a function of the model geometry and is therefore calculated only once per configuration.

Doublet-Lattice Subsonic Lifting Surface Theory

The Doublet-Lattice method (DLM) can be used for interfering lifting surfaces in subsonic flow. The theory
is presented by Albano and Rodden (1969), Giesing, Kalman, and Rodden (1971), and Rodden, Giesing,
and Kalman (1972) and is not reproduced here. The following general remarks summarize the essential
features of the method.
The theoretical basis of the DLM is linearized aerodynamic potential theory. The undisturbed flow is
uniform and is either steady or varying (gusting) harmonically. All lifting surfaces are assumed to lie nearly
parallel to the flow. The DLM is an extension of the steady Vortex-Lattice method to unsteady flow.
Each of the interfering surfaces (or panels) is divided into small trapezoidal lifting elements (“boxes”) such
that the boxes are arranged in strips parallel to the free stream with surface edges, fold lines, and hinge lines
lying on box boundaries. The unknown lifting pressures are assumed to be concentrated uniformly across the

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 Appendix A: Panel Aerodynamics 243
Aerodynamic Theories

one-quarter chord line of each box. There is one control point per box, centered spanwise on the three-
quarter chord line of the box, and the surface normalwash boundary condition is satisfied at each of these
points.
The code for computing the aerodynamic influence coefficients A jj was taken from Giesing, Kalman, and
Rodden (1972b). Any number of arbitrarily shaped interfering surfaces can be analyzed, provided that each
is idealized as one or more trapezoidal planes. Aerodynamic symmetry options are available for motions which
are symmetric or antisymmetric with respect to one or two orthogonal planes. The user may supply one-half
(or one-fourth) of the model and impose the appropriate structural boundary conditions. The full aircraft
can also be modeled when the aircraft or its prescribed maneuvers lack symmetry.

ZONA51 Supersonic Lifting Surface Theory

ZONA51 is a supersonic lifting surface theory that accounts for the interference among multiple lifting
surfaces. It is an optional feature in MSC.Nastran (available as the Aero II option). It is similar to the
Doublet-Lattice method (DLM) in that both are acceleration potential methods that need not account for
flow characteristics in any wake. An outline of the development of the acceleration-potential approach for
ZONA51 is presented by Liu, James, Chen, and Pototsky (1991), and its outgrowth from the harmonic
gradient method (HGM) of Chen and Liu (1985) is described. ZONA51 is a linearized aerodynamic small
disturbance theory that assumes all interfering lifting surfaces lie nearly parallel to the flow, which is uniform
and either steady or gusting harmonically. As in the DLM, the linearized supersonic theory does not account
for any thickness effects of the lifting surfaces.
Also, as in the DLM, each of the interfering surfaces (or panels) is divided into small trapezoidal lifting
elements (“boxes”) such that the boxes are arranged in strips parallel to the free stream with surface edges, fold
lines, and hinge lines lying on box boundaries. The unknown lifting pressures are assumed to be uniform on
each box. There is one control point per box, centered spanwise on the 95 percent chord line of the box, and
the surface normalwash boundary condition is satisfied at each of these points.
The code for computing the aerodynamic influence coefficients, A jj , was integrated into MSC.Nastran by
Zona Technology, Inc., taking full advantage of the extensive similarities with the DLM. Any number of
arbitrarily shaped interfering surfaces can be analyzed, provided that each is idealized as one or more
trapezoidal planes. Aerodynamic symmetry options are available for motions that are symmetric or
antisymmetric with respect to the vehicle centerline. Unlike the DLM, symmetry about the XY-plane is not
supported. The user may supply one half of the vehicle model and impose the appropriate structural
boundary conditions.

Subsonic Wing-Body Interference Theory

The method of images, along with Slender Body Theory, has been added to the Doublet-Lattice method
(DLM) in Giesing, Kalman, and Rodden (1972a, 1972b, and 1972c). The DLM is used to represent the
configuration of interfering lifting surfaces, while Slender Body Theory is used to represent the lifting
characteristics of each body (i.e., fuselage, nacelle, or external store). The primary wing-body interference is
approximated by a system of images of the DLM trailing vortices and doublets within a cylindrical
interference body that circumscribes each slender body. The secondary wing-body interference that results
from the DLM bound vortices and doublets is accounted for by a line of doublets located on the longitudinal

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 244 MSC FlightLoads and Dynamics User’s Guide
Aerodynamic Modeling Guidelines

axis of each slender body. The boundary conditions of no flow through the lifting surfaces or through the
body (on the average about the periphery) lead to the equations for the lifting pressures on the surfaces and
for the longitudinal (and/or lateral) loading on the bodies in terms of the normalwashes on the wing-body
combination.
The code for computing the aerodynamic matrices was adapted for MSC.Nastran from Giesing, Kalman, and
Rodden (1972b). The adaptation required a matrix formulation of all of the body interference and body
loading calculations. These equations are written using the symbols adopted for MSC.Nastran and showing
the equivalences to names used in the documentation of Giesing, Kalman, and Rodden (1972b).
The program of Giesing, Kalman, and Rodden (1972b) finds the forces on the lifting boxes and bodies of an
idealized airplane in terms of the motions of these elements. The lifting surfaces are divided into boxes. The
bodies are divided into elements. There are two types of body elements: slender elements, which are used to
simulate a body’s own motion, and interference elements, which are used to simulate the interaction with
other bodies and boxes. The body elements may have Z (vertical), Y (lateral), or both (ZY) degrees of
freedom.
The basic method is the superposition of singularities and their images. There are two basic singularity types:
“forces” and modified acceleration potential “doublets.” Each “force” singularity is equivalent to a line of
doublets in the wake. As discussed, the wing boxes use the “force” type of singularity concentrated along the
box quarter chord. The interference elements use the “doublet” type of singularity. The slender body elements
use both types.
An extensive set of matrix equations dealing with slender body theory as adapted to the Doublet Lattice
Method are described in the MSC.Nastran Aeroelastic Guide, and are not reproduced here.

Aerodynamic Modeling Guidelines

Aerodynamic elements are regions of lifting surfaces or bodies. Since the elements occur in regular streamwise
arrays, the Aerodynamic Modeling procedures of Aero Modeling (Ch. 3) are to be used to generate the
aerodynamic connection data (CAEROi) bulk data entries that specify these arrays to MSC.Nastran. The
bulk data entries that comprise the aerodynamic model are discussed in this section, as well as guidelines for
their creation.
For every aerodynamic problem, pertinent basic flight and geometric parameters are specified on the AEROS
entry. This entry includes the Aerodynamic Coordinate System (input Options Input in the Aero Modeling
module), the Reference Coordinate System (input as the Rigid Body Coord Frame as Global Data within the
Aeroelasticity Module), the Reference Chord, Span and Area (also entered as Global Data), and the symmetry
options (input as Trim Parameters as part of the subcase create in the Aeroelastic Analysis form of the
Aeroelasticity module). Note that FlightLoads always requests the full reference area even though the AEROS
entry needs the half model area for half-span model. The necessary translation occurs when the bulk data are
created. A rectangular aerodynamic coordinate system must be identified. The flow is in the positive
X-direction in this system and parallel to the plane of the aerodynamic elements. The use of symmetry (or
antisymmetry) is available to analyze structures that have both stiffness and inertial symmetry, to simulate
ground effects, and to simulate wind tunnel wall effects. The planes of symmetry are taken from the
aerodynamic coordinate system. The user must ensure that the aerodynamic reference system has the same
symmetries. Any consistent set of units can be used for the dimensional quantities.

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 Appendix A: Panel Aerodynamics 245
Aerodynamic Modeling Guidelines

The types of elements available are shown in Table 1-1. Every CAEROi entry must reference an aerodynamic
property (PAEROi) data entry that is used to list additional parameters. Tabulations of numbers or other
defining parameters are sometimes required, depending on the selected aerodynamic method, and these are
listed on AEFACT entries. These lists include division points (for unequal box sizes) and a variety of other
parameter values.

Table 1-1 MSC.Nastran Aerodynamic Elements

Aerodynamic Theory
Doublet-Lattice Panel Lifting Body ZONA51
(Interference)
Attribute Panel
CAERO1 CAERO2 CAERO1
Bulk Data
Entries PAERO1 PAERO2 PAERO1
Mach Number Subsonic Subsonic Supersonic
Two Planes Two Planes One Plane

y=0 y=0 y=0

Symmetry Options
(Aero flow coordinate system) z = 0 z=0
Panels and Bodies Panels in the Same
Group
Interaction in the Same Group
Interconnection to Structure Box Centers Slender Body Centers Box Centers
3,5 3,5 z-Bodies 3,5
Displacement Components
Used at Connection Points 2,6 y-Bodies

Doublet-Lattice and ZONA51 Panels

The configuration is divided into planar trapezoidal panels (macro-elements), each with a constant dihedral
and with sides parallel to the airstream direction. These panels are further subdivided into "boxes" (see
Figure 1-1), which are similarly configured trapezoids. The following guidelines are not enforced by the
program; the user is expected to ensure adherence to these rules.
If a surface lies in (or nearly in) the wake of another surface, then its spanwise divisions should lie along the
divisions of the upstream surface. The strips near the intersection of intersecting surfaces should have
comparable widths. The aspect ratio of the boxes should be approximate unity; less than three is acceptable
in the subsonic case, and of order one is desirable in the supersonic case. Boxes should be concentrated near
wing edges and hinge lines or any other place where downwash is discontinuous and pressures have large
gradients. [Note that concentrating boxes near hinge lines is a requirement of Potential Theory (which
neglects viscous effects). Not increasing the concentration of boxes near hinge lines lowers the calculated
control surface effectiveness and leads to closer agreement with experimental data.] The chord lengths of
adjacent boxes in the streamwise direction should change gradually.

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 246 MSC FlightLoads and Dynamics User’s Guide
Aerodynamic Modeling Guidelines

Figure 1-1 An Aerodynamic Doublet-Lattice/ZONA51 Panel Subdivided into Boxes. The number in the boxes are
the aerodynamic grid IDS. The circled numbers are selected IDs for the aerodynamic mesh points.

Aerodynamic panels are assigned to interference groups. All panels within a group have aerodynamic
interaction. The purpose of the groups is to reduce the computational effort for aerodynamic matrices when
it is known that aerodynamic interference is important within the group but otherwise is negligible or to
allow the analyst to investigate the effects of aerodynamic interference.
Each panel is described by a CAERO1 Bulk Data entry. A property entry PAERO1 is used to identify
associated interference bodies in the subsonic case. A body should be identified as a member of the group if
the panel is within one diameter of the surface of the body. The box divisions along the span are determined
either by specifying the number of equal boxes NSPAN, or by identifying (by LSPAN), the AEFACT data
entry that contains a list of division points in terms of fractions of the span. A similar arrangement is used to
specify divisions in the chordwise direction by choosing NCHORD or LCHORD. The locations of the two
leading edge points are specified in the coordinate system (CP) defined by the user (including basic). The
sides (chords) are in the airstream direction (i.e. parallel to the X-axis of the aerodynamic coordinate system
specified on the AEROS Bulk Data entry). Every panel must be assigned to an interference group (IGID). If
all panels interact, then IGID must be the same for all panels.
There is an aerodynamic grid point with its associated degrees of freedom in plunge and pitch for each box
within a given panel. These points are located at the center of each box and are automatically numbered and
sequenced by the program. The lowest aerodynamic grid point number for a given panel is automatically
assigned the same number as specified for the panel ID field on the CAERO1 entry starting with the box

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 Appendix A: Panel Aerodynamics 247
Aerodynamic Modeling Guidelines

connected to point 1. The grid point numbers increase in increments of 1 (see the CAERO1 Bulk Data entry
description) first in the chordwise direction and then spanwise over all boxes in the panel. There are also
corner grid points that are spawned in order to display the aerodynamic mesh. These grid IDs also begin with
panel ID at point 1 and are incremented by 1, first in the chordwise and then the spanwise direction over all
points on the mesh. (Figure 1-1). Note that to insure uniqueness, panel IDs must be separated enough that
mesh IDs do not overlap. For example, subsequent panel IDs associated with the panel given in Figure 1-1
must be > 130. As a matter of practice, the user should always allow more spacing in numbering so that,
during mesh convergence studies, each panel can be independently incremented. The local displacement
coordinate system has component T1 in the flow direction and component T3 in the direction normal to the
panel in the element coordinate system defined on the CAERO1 entry.

Spanwise Convergence Criteria

Guidelines for modeling the spanwise cuts for the mesh can be gained from an investigation that was made
of the steady case, i.e., the Vortex-Lattice Method (VLM) to which the DLM reduces at zero frequency. It
showed slow convergence as the number of strips was increased. This has been observed in the past by Hough
(Ref. 8 and Ref. 9) who showed improved convergence by following a suggestion of Rubbert (Ref. 14) that
equally spaced lattices on a surface should be inset from the tip by a fraction of the lattice span. Hough
observed that dramatically improves the convergence. It must be stressed that this inset entails a change in
the lifting surface geometry and has the undesirable effect of making this geometry a function of the mesh.

Figure 1-2 Vortex-Lattice Layout

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 248 MSC FlightLoads and Dynamics User’s Guide
Aerodynamic Modeling Guidelines

Figure 1-3 Lift-Curve Slope Convergence for Rectangular Wing

With a reasonable number of strips on a surface, say 20 to 30 the error is not large, perhaps 1 to 2%
depending on the configuration, and the tip correction may not be worth the effort.
It should be noted that Hough’s argument leading to d=1/4 is based on a symmetrical (elliptical) loading in
the steady case and with equal spanwise cuts. Limited calculations indicate that it is also valid in the
antisymmetrical (in roll) loading, so the tip correction is recommended in general. Users are advised to
perform some convergence checks, with and without the tip correction, they may also wish to investigate
placing a refined spanwise mesh at the wing tip without the inset.
If users wish to make the tip correction they can reduce the span of the most outboard panel on each surface
on the corresponding CAERO1 continuation entry by the factor NSPAN/(NSPAN + d) where NSPAN is
the number of strips on the panel and d is the inset fraction (d = 0.25 is recommended).

Slender and Interference Bodies

In subsonic problems, bodies are idealized as "slender" and "interference" elements in combination. The
primary purpose of the slender body elements is to account for the forces arising from the motion of the body,
whereas the interference body elements are used to account for the interference among all bodies and panels
in the same group. This is done by providing a surface through which the boundary condition of no flow is
imposed. Bodies are further classified as to the type of motion allowed.
In the aerodynamic coordinate system, Y and Z are perpendicular to the flow. In general, bodies may move
in both the Y- and Z-directions. Frequently, a body (e.g., a fuselage) lies on a plane of symmetry and only Z-
(or Y-) motion is allowed.
Note, however, that MSC.FlightLoads and Dynamics automatically captures the singularities. Thus a ZY-
body on the XZ plane of symmetry in symmetric analysis will act as a Z-body without user interaction; in

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 Appendix A: Panel Aerodynamics 249
Aerodynamic Modeling Guidelines

antisymmetric analysis, the same body will act as a Y-body. Thus, any model may contain Z-bodies,
ZY-bodies, and Y-bodies.
One or two planes of symmetry or antisymmetry may be specified. Figure 1-4 and Figure 1-5 shows an
idealization with bodies and panels. This example is the one used to illustrate the Doublet-Lattice program
in Giesing, Kalman, and Rodden (1972b, pages 19-42). It has a fuselage, a wing, a pylon, and a nacelle.

Figure 1-4 Illustration of Boxes and Slender Body Elements. N5KA Bomber Example with Three Panels, Ten Boxes,
Two Bodies, Nine Slender Body Elements, and Seven Interference Elements

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 250 MSC FlightLoads and Dynamics User’s Guide
Aerodynamic Modeling Guidelines

Figure 1-5 Illustration of Interference Elements. N5KA Bomber Example with Three Panels, Ten Boxes, Two
Bodies, Nine Slender Body Elements, and Seven Interference Elements

The PAERO1 Bulk Data entry lists the IDs of all the bodies that are associated (i.e., interfere) with a given
Doublet-Lattice panel (CAERO1 entry). The CAERO2 entry specifies the geometry and divisions for the
slender body and interference elements. The PAERO2 entry provides orientation and cross-section data for
the slender body and interference elements as well as the sampling data to account for the residual flow
discussed later. The location of the body nose and the length in the flow direction are given. The slender body
elements and interference elements are distinct quantities and must be specified separately. At least two
slender body elements and one interference element are required for each body. The geometry is given in
terms of the element division points, the associated width, and a single height-to-width ratio for the entire
body length. The locations of the division points may be given in dimensionless units or, if the lengths are
equal, only the number of elements need be specified. The body may be divided along its length unequally
to characterize the lift distribution, noting that Slender Body Theory gives a lift proportional to the rate of
change of cross-section area. Shorter elements should be chosen at the nose where the area is changing rapidly;
longer elements can be used along cylindrical regions where the area is constant and intermediate length
elements can be used in transition regions. The semi-widths of the slender body at interference element
boundaries can be specified separately and are given in units of length. Usually the slender body semi-width
is taken as zero at the nose and is a function of X, while the interference body semi-width is taken to be
constant.

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 Appendix A: Panel Aerodynamics 251
Aerodynamic Modeling Guidelines

The interference elements are intended for use only with panels and/or other bodies, while slender body
elements can stand alone. Grid points are generated only for the slender body elements. The first grid point
is assigned the ID of the body corresponding to the element at the nose and other grid points are incremented
by one. The user should be cautious about the use of associated interference bodies since they increase
computational effort significantly.
A brief review of the Method of Images (and its approximations) follows before the implementation of the
method in MSC.Nastran is discussed.
The interference elements provide the basis for the internal image system that cancels most of the effects of
the trailing vortices from the lifting surfaces. Because of the two-dimensional basis for this approximation
(Thompson's Circle Theorem in Hydrodynamics), the body surface has been approximated by a constant
elliptical cross-section cylinder called the interference tube. All panels that intersect a body must be attached
to the interference tube. Image locations are computed from the semi-width of the interference tube for all
lifting surfaces associated with the body. The image is only computed if it lies between the front and aft of
the interference element for the associated body.
There is a residual flow "through" the body surface because the image system, being based on two-
dimensional considerations, only partially cancels the flow through the body surface. It does not compensate
for the effects of the bound vortices on the lifting surfaces or other bodies. Additional unknown "residual"
doublets are located along the axis of the body, and, when determined, are added to the known doublet
strengths of the slender body elements. The residual flow is calculated by "sampling" the vertical or side
velocity components from the net effect of the surface, slender body, and image vortices or doublets. The
sampling is performed at various angular positions around the periphery of the elliptical interference tube at
the end points of the interference elements. The strengths of the "residual" doublets are then determined to
cancel the net velocity.
The calculation of the velocity field induced by the residual doublets requires knowledge of the geometry of
the cross section of the slender body at the end points of the interference elements. However, experience
shows that the residual flow is small compared to the slender body flow field so that the residual flow need
not be represented accurately. This permits the further approximation of simply using the geometry of the
constant cross-section interference tube in the calculation of the velocities induced by the residual doublets.
A discussion of two related problems follows:
The requirement for a constant cross-section interference tube may require moving the stabilizer (or wing);
see Giesing, Kalman, and Rodden (1972a, §2.5.8). MSC.Nastran can accommodate the requirements by
specifying a stabilizer coordinate system, two sets of GRID points for the (same) stabilizer root and its fuselage
connection, and MPCs constraining the motions of the two sets of GRIDs to be the same. In this way, the
structure can be modeled faithfully although the aerodynamic model is only approximate. This is illustrated
in the example "FSW Airplane with Bodies" (HA144F) in Chapter 7 of the MSC.Nastran Aeroelastic User’s
Guide.
The idealization of a jet engine installation as a slender body results in a mass flow ratio through the engine
of zero, since there is no flow through the body. Idealizing the engine as a ring-wing results in a mass flow
ratio of unity, since all the flow goes through the tube. A typical mass flow ratio is 0.7, so a ring-wing
representation is more appropriate.

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 252 MSC FlightLoads and Dynamics User’s Guide
Aerodynamic Modeling Guidelines

Main Index
 Appendix B: Splines
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

B Splines


Introduction 254

Theoretical Development 256
 Guidelines 263

Spline Metrics 267

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 254 MSC FlightLoads and Dynamics User’s Guide
Introduction

Introduction
In the context of MSC.FlightLoads and Dynamics, Splines provide an interpolation capability that couples
the disjoint structural and aerodynamic models in order to enable the static aeroelastic analysis. The
aeroelastic splines are used for two distinct purposes: as a force interpolator to compute a structurally
equivalent force distribution on the structure given a force distribution on the aerodynamic mesh and as a
displacement interpolator to compute a set of aerodynamic displacements given a set of structural
displacements. The force interpolation is represented mathematically as:

Fs = G sa Fa (2-1)

and the displacement interpolation as:

Ua = G as Us (2-2)

Where G is the spline matrix, F and U refer to forces and displacements, respectively and the s and a subscripts
refer to structure and aerodynamics, respectively.
The two splines given in the above relationships are used when making the force and displacement
interpolations. However, virtual work principals can be applied to relate the two splines as being the
transform of one another:
T
G sa = G as (2-3)

That is, the same set of aerodynamic and structural degrees of freedom are coupled for both interpolation
functions. While this relationship is valid, this usage assumption is not necessary and can be limiting for static
aeroelastic applications where the set of structural DOFs that is appropriate for load application may not be
the same set that is appropriate to represent the important deflections for the aeroelastic correction.
Therefore, as shown with the Type option of Aero-Structure Coupling (Ch. 5), each spline can be either General
(same spline used for Force and Displacement), Displacement or Force.
Splining methods for aeroelastic analyses available in FlightLoads include the Harder-Desmarais Infinite
Plate Spline (SPLINE1 or SPLINE4 with METH=IPS), the Infinite Beam Spline (SPLINE2),the Thin Plate
Spline (SPLINE1 or SPLINE4 with METH=TPS) and the Finite Plate Spline (SPLINE1 or SPLINE4 with
METH=FPS). A fifth method that employs an MPC-like interpolator (SPLINE3) is available in
MSC.Nastran, but is not supported in FlightLoads. The SPLINE3 allows the user to build an
interconnection between select aerodynamic DOFs and select structural DOFs and is not discussed further
here.
The IPS, FPS and the linear spline assume that the aerodynamic and structural points for a single
interpolation matrix lie on or can be projected to the same plane. They relate structural displacements normal
to that plane to aerodynamic displacements normal to the plane and to an aerodynamic slope (rotation about
a single axis lying in the plane). The TPS is a three dimensional extension of the existing IPS spline. The FPS
uses a virtual planar finite element mesh to interpolate between the two meshes.
As stated in (2-1) and (2-2), the two basic relationships that must be developed are the displacement
transformation and the force transformation. In general, the structural displacements are the usual six global
displacement degrees of freedom and the forces are the usual three forces and three moments. The

Main Index
 Appendix B: Splines 255
Introduction

aerodynamic degrees of freedom depend on the aerodynamic method, but must include displacements
normal to a local surface and rotations about an axis lying in the osculatory plane since these are the degrees
of freedom used in the aerodynamic methods of Panel Aerodynamics (App. A). The corresponding aerodynamic
forces are a normal force and a local pitching moment.
Each set of structural points and aerodynamic points may be related via a pair of unique spline
transformations of the form of (2-1) and (2-2). The total transformation matrices for all the aerodynamic and
structural DOFs are then assembled from the individual spline matrices. In FlightLoads, the structural points
are taken as the independent degrees of freedom in the spline relationships, so the same structural point may
appear in more than one spline relation. However, each aerodynamic point may appear in only one.
The force transformation must be computed such that the resultant structural loads are statically equivalent
to the aerodynamic loads:
3ns 3na

 TBG i
Fs
i
=  TBA j
Fa
j
(2-4)
i =1 j =1

where [ TBG ] is the transformation from global to basic coordinates. For moments, the following condition
must be satisfied:
3ns 3na

 [ r ] i × TBG
i
Fs
i
=  [ r ]j × TBA j
Fa
j
(2-5)
i =1 j=1

where the [ r ] i, [ r ] j are, respectively, the vectors between the (arbitrary) moment center and the structural and
aerodynamic mesh points in the basic coordinate system. These two requirements are imposed on the
individual spline matrices on a component-by-component basis, thus ensuring that the relationship will hold
for the assembled spline transformation.
Each of the spline methods yields a relationship:
{ U (x,y, z) } = [ R ] { a } + [ A ] { P } = [ C ] [ P ] (2-6)
where [ R ] { a } are the weighted coefficients of the interpolant (usually determined by boundary conditions
on the function, e.g., equilibrium) and [ A ] { P } are the coefficient matrix and the applied load respectively.
The coefficient matrix is a function only of geometry and the form of the interpolant. The evaluation uses
the structural geometry alone in (2-6) to evaluate the coefficients:
–1
{ Ps } = C ss { U s (x,y, z) } (2-7)

and then uses (2-6) again, with both geometries to evaluate the displacement function at the aerodynamic
points given the solution of (2-7) (which are loads at the structural grids) for point displacements at the
structural grids.
{ U a (x,y, z) } = [ R a ] { a } + [ A as ] { P s } (2-8)

In other words, to create the spline transformation matrix, (2-6) is evaluated for point loads at the structural
points to form basis vectors at the aerodynamic points that are the columns of the displacement
transformation of (2-1).

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 256 MSC FlightLoads and Dynamics User’s Guide
Theoretical Development

Theoretical Development

Infinite Plate Spline and the Linear Spline

The theoretical developments for the Infinite Plate Spline and the Linear Spline are given in some detail (in
the MSC.Nastran Aeroelastic User’s Guide) and are not repeated here.

Thin Plate Spline

The thin plate spline (TPS) is a generalization of the IPS to three dimensions. The derivation is entirely
analogous with the IPS with the addition of the third coordinate. The superimposed fundamental solutions
(see Eq. 2-30 of Ref. 12) remain
2 2 2
w ( x, y ,z ) =  [ Ai + Bi ri + ( P i ⁄ 16πD ) r i ln r i ] (2-9)

but now r i 2 = ( x – x i ) 2 + ( y – y i ) 2 + ( z – z i ) 2 . The boundary conditions at infinity now require the addition of
the moment in the third axis:

 Bi = 0 (2-10)

 Pi = 0 (2-11)

 xi Pi = 0 (2-12)

 yi Pi = 0 (2-13)

 zi Pi = 0 (2-14)

A solution to the general spline problem, formed by superimposing solutions of (2-9), is given by
N

w ( x, y, z ) = a 0 + a 1 x + a 2 y + a 3 z +  K i (x,y ,z)P i (2-15)

i =1

2 2
K i (x,y ,z) = ( 1 ⁄ 16πD )r i ln r i
2 2 2 2
ri = ( x – x i ) + ( y – yi ) + ( z – zi )

and Pi is the concentrated load at (xi, yi, zi)

The N+4 unknowns ( a 0, a 1, a 2 ,a 3, P i ;i = 1, N ) are determined from the 4 equilibrium equations

(2-11) through (2-14) and the N equations
N

w j ( x j, y j , z j ) = a 0 + a 1 x j + a 2 y j + a 3 z j +  K i, j P i ; j = 1 , N (2-16)
i =1

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 Appendix B: Splines 257
Theoretical Development

2 2
K i, j = K i (x j,y j ,z j) = ( 1 ⁄ 16πD ) r i, j ln r i, j (2-17)

2 2 2 2
r i, j = ( xj – xi ) + ( yj – yi ) + ( zj – zi ) (2-18)

The coefficient matrix can then be assembled that permits solution for the vector of aiand Pi. The
interpolation to any point (x,y,z) is then achieved by evaluating w(x,y,z) from (2-15), at the desired points. This
gives an overall equation relating the M dependent aerodynamic points to a displacement pattern at the N
independent structural points:

0  0 
   
0  0 
1 x 1 y 1 z 1 K 1, 1 K 1, 2 … K 1, N    
0  0 
1 x 2 y 2 z 2 K 2, 1 K 2, 2 … K 2, N –1   –1  
{ w }a = [ C ]  w1  = [ K ] [ C ]  w1 
… … … … … … … …    
 w2   w2 
1 x M y M z M K M, 1 K M, 2 … K M, N    
…  … 
 w N  w N
   

(2-19)
In the derivation, we have not indicated the meaning of the scalar Pi, but we can now take them to be a set
of forces in one coordinate direction. In that case, provides an interpolation between forces in one direction
and displacements in that direction with equilibrium preservation. We can apply that transform for each
translational direction to build a three dimensional interpolant. With this observation, we now can assemble
the local spline matrix that relates the aerodynamic degrees of freedom to the structural degrees of freedom
for the DOF’s that are participating in the particular application of the TPS:

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Theoretical Development

 u1 
 
…
 
 uM 
  K C
–1 0 0
 v1  PI 0 0
 
{ ua } =  …  = [ T t ap ] 0 K –1 0 0 PI 0
tran   C
 vM  0 0 PI
  0 0 K C
–1
 w1 
 
…
w 
 M a

[ T ps ] { u g } = G t as { u g }

(2-20)

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 Appendix B: Splines 259
Theoretical Development

 θ x1 
 
… 
 
 θx 
 M
θ  ∂K C
–1 0 0
 y1  PI 0 0
 
{ ua } =  …  = [ T r ap ] 0 ∂K –1 0 0 PI 0
rot   C
 θyM  0 0 PI
  0 0 ∂K C
–1
 θz 
 1
… 
 
θ 
 M a
z

[ T ps ] { u g } = G r as { u g }

(2-21)

0 0 … 0
0 0 … 0
0 0 … 0
PI = 1 0 … 0 (2-22)
0 1 … 0
… … … …
0 0 … 1 3+N×N

and [ T t ap ] ,[ T r ap ] are the three assembled 3x3 transformation matrices that relate the aerodynamic
coordinate system to the spline coordinate system. Similarly, [ T ps ] is the assembled 3x3 transformation
matrices that relate the structural displacements to the spline component directions. Just as in the 2-D case,
the structural rotations are not involved in this spline formulation.
Most of the difference between this 3-D version and its 2-D counterpart is in the formation of the
[ T t ap ] ,[ T r ap ], [ T ps ] matrices to account for separate treatment of each displacement component
instead of a single planar interpolation surface.

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Theoretical Development

Singularity Conditions: In the 2-D case, the spline interpolant is singular if the independent (structural)
points are all collinear. In the 3-D case, the interpolant is singular if the independent points are all coplanar.
If the TPS interpolant is found to be singular, the code automatically reverts to a 2-D interpolant with the
spline plane defined by the plane of the coplanar structural grid points. In the case of a singular 2-D case, a
fatal error is issued, since we do not attempt to revert to a beam spline.

Two Dimensional Finite Plate Spline

The finite plate spline (FPS) is a method that uses a mesh of elemental quadrilateral or triangular plates to
compute the interpolation function. It is similar to the IPS and beam spline methods, in that the interpolant
is based on structural behavior, but is different in that the equations are a discretized approximation of a finite
structural component. A finite plate approximation has the advantage of being able to more closely
approximate the boundary conditions at the edge of the interpolation region: boundary conditions at infinity
are replaced by an FE (finite element) approximation of the independent degrees of freedom extrapolated to
the plate edges. This methodology has been shown (see Ref. 2) to limit the “potato chip” effect observed in
extrapolation using the IPS.
The FPS is complicated by the need to establish the virtual surface and, on that surface, a virtual mesh. For
the 2D applications of Aerodynamic Panel Methods, the virtual mesh for the interpolation surface is simply
the planar region defined by the CAEROi entry. A simple n x m mesh of points can be used to subdivide the
region into finite elements. The geometries of these planes are such that each FE is almost certainly going to
have acceptable geometry. Furthermore, since only normal forces are mapped, the structural points can be
projected onto the virtual surface without any complications (noting that the aerodynamic points are on the
interpolation surface).
Consider a planar trapezoidal surface that lies in a local x-y plane and that is divided into a series of finite
elements as shown in Figure 2-1. We want to use this FE plate to interpolate between a set of n structural points
and m aerodynamic points, which are not necessarily coincident with the N virtual mesh points.

Figure 2-1 Two Dimensional Finite Surface Spline

Main Index
 Appendix B: Splines 261
Theoretical Development

Consider a 4-noded quadrilateral element in which the normal displacement, w = w ( x, y ) , and the
rotations, θ = θ ( x, y ) , about the x axis and φ = φ ( x, y ) , about the y axis are given by:

{r} = e
Ω {u } (2-23)

w   ω 
   
{ r } =  θ  ; Ω =  ω ,x ; { u e } = w1 θ1 φ1 … φ4 T (2-24)
   
φ   ω ,y 

and where the angles satisfy the relations

dw dw
θ = ; φ= (2-25)
dy dx

The shape functions, ω , are a 1x12 row matrix used to interpolate the displacement field within the
element in terms of the nodal displacements, { u e } . Experience documented in Ref. 2 suggests that a
C1continuous shape function is the preferred choice with the angular rotations given by (2-25) rather than by
independent shape functions. For each element in the entire virtual FE mesh, a boolean connectivity matrix,
[ B ] , is developed to relate the element nodal displacements to the overall FE mesh displacements:

{ ue }i = B i{u} (2-26)

Given Equations (2-26) and (2-23), the displacement at each of the structural points and each of the
aerodynamic points may be related to the virtual mesh displacements as:

s
Ω 1 B 1
s
ψs = Ω 2
B 2 (2-27)
… …
s
Ω n B n

and

a
Ω 1 B 1
a
ψa = Ω 2
B 2 (2-28)
… …
a
Ω m B m

and the structural point displacements and aerodynamic point displacements can be expressed as functions
of the virtual FE mesh displacements:

{ us } = ψs { u } (2-29)

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Theoretical Development

{ ua } = ψa { u } (2-30)

Since the virtual surface described by the FE mesh is required to pass through the set of independent
(structural) points, a penalty method can be used to express the equilibrium state of the virtual surface:
T
K {u} + α ψ s  ψ s { u } – { u s } = 0 (2-31)

where [ α ] represents an invertible, diagonal weighting matrix to scale the elements of [ K ] and [ ψ s ] T [ ψ s ] .
Using (2-31) to solve for the virtual mesh displacements, { u } yields:
–1
 –1 T  –1
{u} =  α K – ψs ψs  ψs { us } = A ψs { us } (2-32)
 

and substituting into (2-30), the desired splining relationship can be found directly:

–1
 –1 T  T
G as = ψa  α K + ψs ψs  ψs (2-33)
 

The virtual surface stiffness properties are such that our requirements for equilibrium preservation are
satisfied and virtual work principles allow us to use the transpose of (2-33) as the force transform. Spring
attachments are available in this method by adding flexibilities to the diagonals of the matrix [ A ] in (2-32).
Three such flexibilities are possible: kw, kθ and kφ. but a single value has been used for all three in the actual
implementation.

Figure 2-2 Element Coordinate System for FPS

Experience based on the implementation of Ref. 2, has shown that reasonable behavior for 2D aeroelastic
applications is obtained if the virtual mesh is constructed on the plane of the CAEROi within the
superscribing quadrilateral that contains all the aerodynamic points and the projected structural points. This
represents an improvement over the IPS without requiring the complexity of the triangular degenerate case.

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 Appendix B: Splines 263
Guidelines

Spring Attachments and Interpolation Smoothing

Each of the splining methods lends itself to a smoothing parameter or parameters that can loosen the
requirement that the interpolation “surface” pass through the structural points. This feature is useful in that,
for certain selections of interpolating structural grid points, forcing the spline function to pass through all of
the points causes oscillation in the interpolant (e.g., when a number of closely space grid points are attached
to the spline function) or when the set of structural grid points overspecifies the behavior of the spline and
causes a singularity (e.g., when more than two grids are attached to the same axial station of a beam spline or
when both translations and rotations are applied at the same axial station of a beam spline).
Relaxing the equality criterion at a point can be thought of as a translational and/or torsional spring that
attaches the structural point to the interpolation surface. Mathematically, this is presented in Ref. 2 and
repeated here for completeness.
Each of the interpolation functions can be represented as:
{ U (x,y, z) } = [ R ] { a } + [ A ] { P } = [ C ] [ P ] (2-34)

where { U (x,y, z) } represents the spline surface deflection under a set of point loads. If the structural
points are connected to the spline surface by springs, the structural displacements will differ from the spline
surface deformation by the deformation of the spring. The spring deformation results in forces:
{ P (x,y, z) } = [ K s ] ( { U g } – { U a } ) (2-35)

where the diagonal matrix of spring stiffnesses, [ K s ] . These stiffnesses are nonzero (since, if they were zero,
the structural grid point would be disconnected from the spline surface and would be omitted from the set),
so an inverse exists. This results in a modification to the influence coefficient matrix in (2-34):
{ U (x,y, z) } = [ R ] { a } + ( [ A ] + [ K s ] – 1 ) { P } (2-36)

Thus, all that is required with any of these interpolation methods to introduce smoothing is to add a “spring
flexibility” to the diagonals of the influence coefficient matrix.

Guidelines
The interpolation from the structural to aerodynamic degrees of freedom is based upon the theory of splines
(Figure 2-3). High aspect ratio wings, bodies, or other.

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Guidelines

Figure 2-3 Splines and Their Coordinate Systems

beam-like structures should use linear splines (SPLINE2). Low aspect ratio wings, where the structural grid
points are distributed over an area, should use surface splines (SPLINE1). Several splines can be used to
interpolate to the boxes on a panel or elements on a body; however, each aerodynamic box or element can be
referenced by only one spline. Any box or body element not referenced by a spline will be “fixed” and have
no motion, and forces on these boxes or elements will not be applied to the structure. A linear relationship
(like an MPC) may be specified for any aerodynamic point using the SPLINE3 entry. This is particularly
useful for control surface rotations.
For all types of splines, the user must specify the structural degrees of freedom and the aerodynamic points
involved. The degrees of freedom utilized at the grid points include only the normal displacements for surface
splines. For linear splines, the normal displacement is always used and, by user option, torsional rotations
and/or slopes may be included.
The SPLINE1 data entry defines a surface spline This can interpolate for any “rectangular” subarray of boxes
on a panel. For example, one spline can be used for the inboard end of a panel and another for the outboard
end. The interpolated aerodynamic degrees of freedom (k-set) are specified by naming the lowest and highest
aerodynamic grid point numbers in the area to be splined. A parameter DZ is used to allow smoothing of the

Main Index
 Appendix B: Splines 265
Guidelines

spline fit. If DZ = 0 (the recommended value), the spline will pass through all deflected grid points. If DZ > 0 ,
then the spline (a plate) is attached to the deflected grid points via springs, which produce a smoother
interpolation that does not necessarily pass through any of the points. The flexibility of the springs is
proportional to DZ.
Three different methods of surface splines can be invoked with the METH field on the SPLINE1 entry: IPS,
TPS and FPS (infinite, thin and finite plate spline, respectively). For the flat plate aerodynamics contained
in FLDS, there is little benefit from selecting the TPS. If the TPS is selected and all the grids are coplanar,
the algorithm automatically reverts to IPS in any case. The FPS is a recent addition to the arsenal of spline
methods in MSC.Nastran and is believed to provide improved performance relative to the two infinite splines
since it is better able to handle the deformation patterns at the edge of the aerodynamic panel. It is therefore
recommended that the FPS be selected, but that the other two methods are available as a fallback if FPS
performance is not satisfactory.
The USAGE flag on the SPLINE1 entry identifies whether the spline is to be used to transform forces,
displacements or both (FORCE, DISP or BOTH). The BOTH option is often acceptable, but the other
options provide the ability to tailor the splining to the application. Since the force transformation imposes
loads on the structure, it is reasonable to select grid points that can withstand this loading without severe
deformations. The displacement transformation requires an accurate representation of the overall
deformation pattern, so it is quite conceivable that a different set of grids from the force transform would be
the most appropriate.
Final inputs on the continuation of the SPLINE1 entry allow the user to define the mesh density in the
chordwise and spanwise directions of the underlying aerodynamic panel. The default values should be
adequate, but substituting large numbers provides added refinement in making the transformations.

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Guidelines

Figure 2-4 Splines and Their Coordinate Systems

The SPLINE2 data entry defines a linear spline. As can be seen from Figure 2-3, this is a generalization of a
simple beam spline to allow for interpolation over an area. It corresponds to the frequently used assumption
of the “elastic axis” in which the structure is assumed to twist about the axis such that the airfoil chord
perpendicular to the axis behaves as if it were rigid. The portion of a panel to be interpolated and the set of
structural points are determined in the similar manner as with SPLINE1. However, a coordinate system must
also be supplied to determine the axis of the spline (which is the elastic axis of the virtual beam); a coordinate
system with its Y-axis collinear with the spline axis is required. That coordinate system should be somewhere
near the true elastic axis and approximately aligned with it (e.g., swept if the elastic axis is swept). Since the
spline has torsion and bending flexibility, the user may specify the ratio DTOR of flexibilities for a wing as a
representative value of ( EI ) ⁄ ( GJ ) ; the default value for this ratio is 1.0. The attachment flexibilities, D x , d θx ,
and D θy allow for smoothing, but usually all values are taken to be zero; when the attachment flexibilities are

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 Appendix B: Splines 267
Spline Metrics

taken to be zero, the spline passes through all of the connected grid points and the value of the ratio DTOR
has no effect. In the case where the structural model does not have one or both slopes defined, the convention
DTHX = – 1.0 and/or DTHY = – 1.0 is used. When used with bodies, there is no torsion and the
spline axis is along the body so that a user input coordinate system is not required.
There are special cases with splines where attachment flexibility is either required or should not be used. The
following special cases should be noted:
1. Two or more grid points, when projected onto the plane of the element (or the axis of a body), may
have the same location. To avoid a singular interpolation matrix, a positive attachment flexibility
must be used (or better yet, only one grid point selected at that location).
2. With linear splines, three deflections with the same spline Y-coordinate over determine the
interpolated deflections since the perpendicular arms are rigid. A positive DZ is needed to make the
interpolation matrix nonsingular.
3. With linear splines, two slopes (or twists) at the same Y-coordinate lead to a singular interpolation
matrix. Use DTHX > 0 (or DTHY > 0 ) to allow interpolation.
4. For some modeling techniques, i.e., those which use only displacement degrees of freedom, the
rotations of the structural model are constrained to zero to avoid matrix singularities. If a linear spline
is used, the rotational constraints should not be enforced to these zero values. When used for panels,
negative values of DTHX will disconnect the slope, and negative values of DTHY will disconnect the
twist. For bodies, DTHY constrains the slopes since there is no twist degree of freedom for body
interpolation.
The USAGE flag on the SPLINE2 entry performs the same function as on the SPLINE1.
The SPLINE4 bulk data entry is very similar to the SPLINE1 entry. The difference is that the SPLINE4 entry
invokes a list of aerodynamic elements that are to be included in the spline while the SPLINE1 entry selects
the first and last aerodynamic box to be splined and allows the spline algorithm to determine the intermediate
box ID’s.
The SPLINE5 bulk data entry is very similar to the SPLINE2 entry. The difference is the use of a list of
aerodynamic elements rather than using "first box - last box" logic.

Spline Metrics
This final subsection for this appendix provides a short description of a resource that is available in
MSC.Nastran for evaluating the quality of the splines. It entails activating special prints within the
MSC.Nastran that provide summary information for each of the splines. Although this feature is not available
directly from the FlightLoads GUI, it may be of utility for especially problematic cases and therefore is
documented here.
The special prints are invoked by setting a system cell at the top of the MSC.Nastran input file that says
either:
NASTRAN SPLINE_METRICS
This can be done from the FlightLoads GUI by using the Direct Text Input feature, and inserting the text
into the File Management portion of the input.

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 268 MSC FlightLoads and Dynamics User’s Guide
Spline Metrics

With this input, summary information on the spline is created and printed in the .f06 output from the run.
An example of this output is given in Figure 2-5.

Figure 2-5 Spline Metrics Example

The output first lists the spline id and its type followed by the number of aero points and structural points
that are being used in the spline. This is followed by two sets of tables that provide information on the
maximum value and the minimum value for the translational and rotational coefficients in the spline matrix.
It is difficult to assign physical meaning to the rotational coefficients, but the translational coefficients can be
thought as a percentage of force that is being transformed for the aero/structural grid point listed. If the two
sets of grids were identical in number and location, the max translation coefficient would be 1.0 and the min
would be 0.0. If the meshes are not coincident, an estimate of the average coefficient value is given by the
ratio of the number of aero points to the number of structural points. The maximum and minimum values
would be somewhat above and below this number and judgment is required to determine if the values
indicate problems with the spline. If the maximum value differs from the average value by over an order of
magnitude, it may be beneficial to refine the spline in the area of the offending aero/structure pair. (Note that
"refinement" may require removing one or more "nearly coincident" structural points -- a common cause of
large couples.) A similar comment applies if the minimum value has an change of sign from the average and
is greater in magnitude by over a factor of ten.
The matrix print shown above also prints the maximum and minimum sums of the spline matrix.
Theoretically, each translation sum should be 1.0 and each rotational sum should be numerically 0.0 to
indicate equilibrium. Recent experience has indicated that this is always the case for nonsingular splines.

Main Index
 Appendix C: Results Interface via XDB
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

C Results Interface via XDB

 XDB Output 270

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 270 MSC FlightLoads and Dynamics User’s Guide
XDB Output

XDB Output
If PARAM,POST,0 is requested in SOL 144, a large number of new outputs become available. First, the
aerodynamic mesh (for Doublet Lattice Slender Body geometries) is stored so that the unit solutions and trim
solutions can be visualized in Patran using either the NASTRAN preference or FlightLoads. Without
MSC.FLD, you must import both the model and the results. Using MSC.FLD, you will typically have the
model already available in Patran. When the XDB is attached to PATRAN for both model and results data,
the aerodynamic model will be imported and placed in a GROUP named “Aero Model
CONFIG=<aeconfig>” where <aeconfig> is the AECONFIG name assigned in Case Control. The structural
model is imported as before, except it will be placed in the group entitled “Aeroelastic Structural Model.”
In the Results module of Patran, the trim subcase data and unit solution data are available to be visualized on
both the structural mesh and the aerodynamic mesh. These data consist of both displacements and several
force components. The data are divided into TRIM results (subcases labelled SC<subcase index>) and
“Flexible Increments (labelled FI <condition and parameter identifier>)” that represent the unit solution
results. Each of these “Result Cases” (in the PATRAN parlance) is further divided into several “Results Types”
that are the rigid, elastic, inertial, and total loads and the displacements. For Flexible Increments, both
restrained and unrestrained data are available. For TRIM subcases, only restrained data are used to create the
linear combination that is the TRIM result.
The Result Case labels are formed using the following rules:
 SC<subcase index><config>
• <subcase index> is the subcase index, e.g., SC1 or SC2
• <config> is the AECONFIG name if the result case applies to the aerodynamic mesh and is the
word “Structure” if it applies to the structural model.
 FI: <config> M=<mach>, Sxy=<sym>, DC=<controller>, Q=<q>, Sxz=<sym>
• <config> is the AECONFIG name from Case Control if the result case applies to the aerodynamic
mesh and is the word “Structure” if it applies to the structural mesh
• <mach> is the Mach number of the aerodynamics used in the unit solution
• <sym> is the XY or XZ symmetry value of the aerodynamic model used in the unit solution
• <q> is the dynamic pressure value of the unit solution
• <controller> is the name (AESTAT/AESURF) of the controller that was perturbed to produce the
unit solution.
All the data results are available on both meshes except for the inertial loads and the static applied loads, which
are defined only on the structural mesh. Since these forces arise on the structural mesh, and the spline
relationships don’t allow us to move forces from the structure to the aerodynamic nodes, these data are not
defined over the aerodynamic model. Note, however, that the elastic increment aeroelastic forces associated
with the deformations caused by the inertial forces are defined on both meshes. These data are part of the
“elastic” component of the forces.
Table 3-1 shows the Result Types for the Trim Cases and Table 3-2 shows the Results Types for the Flexible
Increments Cases. Note that, for Doublet Lattice models, the results are defined at the centroidal “grid”
points, which, for display purposes in Patran become “elemental” results defined at the center of each
aerodynamic box. Hence, the labels further hint that the results are defined on the aerodynamic mesh by

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 Appendix C: Results Interface via XDB 271
XDB Output

labelling the results as “elemental” or “nodal.” In fact, “nodal” aerodynamic results are supported, but cannot
be generated by DLM.
.

Table 3-1 Result Types for Trim Cases

Mesh Description Label
Aero Rigid Aerodynamic Forces at trim Aeroelastic Forces, Elemental Rigid Component
Aeroelastic Moments, Elemental Rigid
Component
Aero The elastic increment forces at trim due Aeroelastic Restrained Forces, Elemental Elastic
to all controllers. (Including Component
accelerations.) Aeroelastic Restrained Moments, Elemental
Elastic Component
Aero The trimmed deformation mapped to the Displacements, Translational
aerodynamic corner point grids. Displacements, Rotational
Structure Rigid Aerodynamic Forces at trim Aeroelastic Forces, Nodal Rigid Component
Aeroelastic Moments, Nodal Rigid Component
Structure Elastic Increment Forces at trim due to all Aeroelastic Restrained Forces,
controllers including accelerations Nodal Elastic Component
Aeroelastic Restrained Moment,
Nodal Elastic Component
Structure Inertial Forces due to trimmed Aeroelastic Restrained Forces,
acceleration Nodal Inertial Component
Aeroelastic Restrained Moments,
Nodal Inertial Component
Structure The trimmed deformations Displacements, Translational
Displacements, Rotational
Structure The total applied load including static Applies Load, Translational
applied loads, elastic corrections and Applied Load, Rotational
inertial loads. (Requires
OLOAD=<n,ALL>)

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 272 MSC FlightLoads and Dynamics User’s Guide
XDB Output

Table 3-2 Result Types for Flexible Increment Cases

Mesh Description Label
Aero Rigid Aerodynamic forces due to Aero Unit Forces, Elemental Rigid Component
perturbation of controller at specified Aero Unit Moments, Elemental Rigid
Mach & Dynamic pressure Component
Aero The elastic increment forces due to the Aero Unit Restrained Forces, Elemental Elastic
restrained deformations caused by unit Component
perturbation at M, q, symmetry Aero Unit Restrained Moments, Elemental
Elastic Component
Aero The elastic increment forces due to the Aero Unit Unrestrained Forces, Elemental
unrestrained deformations caused by Elastic Component
unit perturbation at M, q , symmetry Aero Unit Unrestrained Moments, Elemental
Elastic Component
Aero The restrained or unrestrained Aero Unit Displacements,  Restrained  ,
 
deformation due to unit perturbation at Translational  Unrestrained 
M, q , symmetry Aero Unit Displacements,
 Restrained 
  , Rotational
 Unrestrained 
Structure Rigid Aerodynamic forces due to Aero Unit Forces, Nodal Rigid Component
perturbation of controller at specified Aero Unit Moments, Nodal Rigid Component
M, q , symmetry
Structure The elastic increment forces due to the Aero Unit Displacements,  Restrained  ,
restrained or unrestrained deformations Translational  
 Unrestrained 
caused by unit perturbation of controller Aero Unit Displacements, ,
 Restrained 
at M, q , symmetry Rotational  
 Unrestrained
 Restrained  
Structure The inertial forces arising due to the unit Aero Unit Forces,   , Inertial
perturbation of controller at M, q , Component  Unrestrained 
 Restrained 
symmetry Aero Unit Moments,   , Inertial
Component  Unrestrained 
 Restrained 
Structure The restrained or unrestrained Aero Unit Displacements,  ,
deformation due to unit perturbation of Translational  Unrestrained 
 Restrained 
controller at M, q , symmetry Aero Unit Displacements,  ,
Rotational  Unrestrained 

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 Appendix D: Aerodynamic and Aeroelastic Databases
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

Aerodynamic and
D Aeroelastic Databases


Aerodynamic and Aeroelastic Databases 274

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 274 MSC FlightLoads and Dynamics User’s Guide
Aerodynamic and Aeroelastic Databases

Aerodynamic and Aeroelastic Databases

While MSC.Nastran has a very sophisticated automated restart capability, in aeroelastic analysis, it is often
the case that the aerodynamic data are updated relatively infrequently relative to the structural data. Also,
once the computationally intensive unit solutions are obtained, they can be reused in TRIM analysis very
rapidly (nearly interactively) to generate distributed trimmed loads.
While MSC.Nastran’s NDDL, FMS and DMAP have always allowed the reuse of these data, it was not a
trivial matter to define the collection of datablocks that would constitute the minimal archival set for reuse
that also had the appropriate functionality (supply all the requisite pieces). Further, to reuse the data blocks
(as opposed to automated restart), the DMAP needs to “look” for the data blocks and, if already present,
explicitly branch around the “creation” step.
In MSC.Nastran V70.7 (as part of the FlightLoads development), the NDDL and DMAPs associated with
SOL 144 were updated to create two collections of data: an aerodynamic database and an aeroelastic database.
These collections are implemented in such a way as to simplify the user input requirements, remain
compatible with automated restart and allow data “reuse” using the DBLOCATE technique.
The modifications made are primarily in DMAP and, in particular, NDDL. A hierarchy of aerodynamic and
aeroelastic paths was defined in NDDL that allows the user to archive and reuse the aerodynamic and
aeroelastic data (somewhat independently). This is accomplished by created two new LOCATION values in
the NDDL (and DMAP): the ADB and the AEDB. Aerodynamic data (completely independent of structural
data) is associated with the ADB and aeroelastic data (coupling a particular aerodynamic model with the
current structure and/or structural boundary condition) is associated with the AEDB. To direct the
aerodynamic data onto a particular DBSET, one simply adds the appropriate INIT and ASSIGN statements
and includes in bulk data the definition of the location parameters (PARAM,ADB,logical_adb_name).

Paths
A hierarchy of paths has been established for aerodynamic and aeroelastic data. These paths start at a minimal
set at the top level and expand in scope as we move lower in the hierarchy. The top level is “geometry,”
recognizing that the user has ultimate control and may choose any relationship among disparate instances at
this level. In other words, two distinct “geometries” may be the same vehicle with differing mesh topologies
or it may be completely unrelated data or even duplicate data.
While the NDDL language cannot support PATHs that include other PATHs, the PATHs will be shown as
additions to or unions with other PATHs to facilitate understanding of the hierarchy. In NDDL, they are, of
necessity, expanded.
For aerodynamic data, the basic path is:
path aegeom aeconfig,symxy,symxz,APRCH,HIGHQUAL $
path aegeomf modltype + aegeom $
representing a (centroid and corner point) mesh topology. Notice that symmetry is included, meaning the
mesh is reinstantiated for each symmetry option. This redundancy eliminates a layer in the hierarchy for
almost no cost (the number and size of data blocks that would be a function only of AECONFIG is very
small) and so has been adopted.
Geometry and Mach dependence:

Main Index
 Appendix D: Aerodynamic and Aeroelastic Databases 275
Aerodynamic and Aeroelastic Databases

PATH aegm IMACHNO + aegeom $

Geometry, Mach and Reduced Frequency:
PATH aegmk ikbar + aegm $
These paths handle all the steady and unsteady datablocks that comprise the ADB. These datablocks are a
function only of the aerodynamics. No structural data are involved with one exception that has not been
addressed:

Note: MSC.Nastran aeroelastic analyses all assume that the basic coordinate system of the structure
and that of the aerodynamic model are the same. This is in contrast to superelements, in which
each superelement has its own basic system that is then related to the overall solution basic at
the time the model components are assembled. This limitation has not yet been addressed.

The aeroelastic paths are essentially the union of the aerodynamic paths with the appropriate structural path.
As a consequence, there are many more aeroelastic paths, but most are dealing with structural sets:
PATH aepeid PEID,AUXMID + aegeom $
PATH aeaset a-set + aegeom $
PATH aelset l-set + aegeom $
and a similar set that includes Mach number and/or dynamic pressure:
PATH aegsetq g-set + aegm + iq, iqr $
PATH aeasetq a-set + aegm + iq, iqr $
PATH aelsetq l-set + aegm + iq, iqr $
PATH aelsetm l-set + aegm $
and, finally, for unsteady aeroelastic analysis in modal coordinates, the generalized forces must be qualified
by the modal reduction qualifiers and the aerodynamic paths:
PATH aegenf aegmk + a-set + modal method + TFL/damping/etc. $
PATH aegenfl aegeom + generalized boundary condition $
PATH aegenfs aegeom + superelement generalized boundary $

Aerodynamic Database
The aerodynamic database consists of the following data blocks and paths. All the datablocks use the ADB
location parameter.

Data Block Path

ACPT AEGEOM
AECOMP AEGEOM
AECSTM AEGEOM
AERO AEGEOM
AMSPLINE AEGEOM

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 276 MSC FlightLoads and Dynamics User’s Guide
Aerodynamic and Aeroelastic Databases

Data Block Path

CONTROL AEGEOM
D1JK AEGEOM
DJX AEGEOM
FAJE AEGEOM
HMKT AEGEOM
TRX AEGEOM
WGJ AEGEOM
SRKT AEGEOM
GDKSK AEGEOM
GPKSK AEGEOM
AEBGPDTS AEGEOMF
AEBOXS AEGEOMF
AEUSETS AEGEOMF
D2JK AEGM
LAJJ AEGM
QKINTER AEGM
QKKS AEGM
QKPRESS AEGM
QKX AEGM
UAJJ AEGM
AJJ0 AEGMK
AJJT AEGMK
LAJJT AEGMK
UAJJT AEGMK
DJK AEGMK
SKJ AEGMK

Note: The aerodynamic data are archived without the weighting and correction matrix WKK. These
weighting data need to be included in the bulk data on each reuse.

Main Index
 Appendix D: Aerodynamic and Aeroelastic Databases 277
Aerodynamic and Aeroelastic Databases

Aeroelastic Database
The aeroelastic database then consists of the following datablocks and paths. All these datablocks use the
AEDB location:

Data Block Path Data Block Path Data Block Path

GDKA AEASET
AEQGDKA AEASETQ AEQGDKL AELSETQ GPGK AEPEID
KAAX AEASETQ URLR AELSETQ GDGK AEPEID
UUXAX AELSETQ ERHM AELSETQ SPLINE AEPEID
UXAX AELSETQ EUHM AELSETQ PGR MLL
GPGK0 AEGEOM HP AELSETQ
GDGK0 AEGEOM HP0 AELSETQ
PERGX AELSETQ IUXLR AELSETQ
PERKSX AELSETQ KRZX AELSETQ
PEUGX AELSETQ KSAZX AELSETQ
PEUKSX AELSETQ RHMCF AELSETQ
PIRGX AELSETQ RSTAB AELSETQ
PIUGX AELSETQ RUXLX AELSETQ
PRGX AELSETQ Z1ZX AELSETQ
PRKSX AELSETQ ZZX AELSETQ
UERKSX AELSETQ
UERGX AELSETQ
UEUKSX AELSETQ
UEUGX AELSETQ

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 278 MSC FlightLoads and Dynamics User’s Guide
Aerodynamic and Aeroelastic Databases

Note: Of necessity, the aeroelastic data includes the weighting matrix corrections.

Inputs and Outputs

To make effective use of the aerodynamic and/or aeroelastic database for reuse, you must have some
familiarity with the FMS statements of MSC.Nastran. No new functionality has been introduced, it is merely
that a coherent collection of paths and location parameters have been defined to allow basic FMS statements
to redirect whole, consistent collections of data to particular DBSETs for reuse. Restart does not require nor
is it affected by these modifications.
In particular, you should acquaint yourself with the INIT and ASSIGN statements in the MSC.Nastran
Quick Reference Guide, and some familiarity with the concepts in NDDL would be helpful.
In the Bulk Data Section, you must define the ADB and AEDB location PARAMETERs (which are just
PARAMs, like any other) to have the logical name of the DBSET to which you want the aerodynamic and
aeroelastic (respectively) datablocks to be placed. These PARAMs are only needed on the job submittal(s) that
create(s) the database.
To create both an aerodynamic and aeroelastic database, for example:
INIT, MASTER, LOGICAL=(MASTER(1000MB))
ASSIGN MASTER=’adb144.master’
INIT, DBALL, LOGICAL=(DBALL1(1000MB))
ASSIGN DBALL1=’adb144.dball’
INIT, myADB, LOGICAL=(myADB(1000MB))
ASSIGN myADB=’adb144.adb’
INIT, myAEDB, LOGICAL=(myAEDB(1000MB))
ASSIGN myAEDB=’adb144.aedb’
...
BEGIN BULK
param,adb,myadb
param,aedb,myaedb
...
In the case of multiple instances (an instance is a single data block that is associated with a particular set of
qualifiers) of the datablocks on the aerodynamic or aeroelastic database, all of them will be located onto the
DBSETs associated with the ADB and AEDB parameters.
To reuse an existing database, you need only ASSIGN the MASTER file and DBLOCATE all data blocks
and parameters
ASSIGN AeroDB=’adb144.master’
dblocate where (dbset=’myadb’ or dbset=’myaedb’) logical=aerodb
In the case of reuse (using DBLOCATE), the DBALL component of the initial database can be deleted (it
then appears “offline” to the reuse, but there are no components on DBALL that are required for the reuse).
The MASTER and ADB must be saved and DBLOCATEd to reuse the aerodynamic model. The MASTER,
ADB and AEDB must be saved and DBLOCATEd to reuse the aeroelastic data.

Main Index
 Appendix D: Aerodynamic and Aeroelastic Databases 279
Aerodynamic and Aeroelastic Databases

Note: For MSC.Nastran to “find” the data blocks on the database, the set of qualifiers (the “path”) of
the required data blocks in the reuse job must EXACTLY match those on the archived database.
Be careful that the AECONFIG name (the only completely arbitrary value in the path) is the
same. Also, if the Mach or Dynamic pressure is not found, new computations will occur
without warning. This is really a feature since this is usually what you want to do: reuse the
existing aerodynamic geometry and compute new rigid data. Further, you can “append” to the
database by using the PARAM, ADB or PARAM, AEDB in conjunction with the DBLOCATE
to create a new MASTER that includes both the original database and the new datablocks. This
extension can be continued indefinitely.

Guidelines and Limitations

Be aware that the aerodynamic datablocks (in particular QKK and AJJ matrices) are fully dense (subsonic)
and unsymmetrical. Consequently, the DBSETs of the aerodynamic and aeroelastic database may become
very large. Archiving data for reuse is effective only when the tradeoffs between computational expense and
data storage requirements are such that you want to store the data. These data are both large and
computationally intensive to create, so typically archiving for reuse only makes sense if you know you intend
to reuse the data.
In MSC.Nastran V70.7, the aeroelastic database is only defined for the static aeroelastic problem. The
aerodynamic database, on the other hand, is defined for both the steady and unsteady data for all
aerodynamic theories.

Examples
A number of examples of both the aerodynamic database and aeroelastic database are included in the TPL.
Because they are database creation and reuse examples, the order in which you execute the samples is
important. In the procs directory of the MSC.Nastran delivery, there is a procedure aero_db.com that can
be used to execute the tests in the appropriate order and performing the appropriate clean up between
multiple executions. The following bullets list the samples in order of intended execution and describe the
feature illustrated by the example:
1. adb144_1: Perform a static aeroelastic analysis and save the ADB and AEDB components for reuse.
2. adb144r1: Replicate adb144_1, reusing the ADB and AEDB components. The original aerodynamic
model and spline (aeroelastic) model is described in bulk data, but these data are not used in the run.
3. adb144r2: Replicate adb144_1, reusing the ADB and AEDB components but, this input deck
doesn’t include any aerodynamic model. The entire aeroelastic model is retrieved from the archived
database. (This is the case in adb144r1 also, but the original bulk data was left in place to show that
its presence doesn’t affect the run.)
4. adb144r3: Replicate adb144_1, reusing the ADB and AEDB components but neither the
aerodynamic model nor the spline data are present in the input stream. This illustrates that the full
aeroelastic model is retrieved from the ADB/AEDB and the bulk data is not used.

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 280 MSC FlightLoads and Dynamics User’s Guide
Aerodynamic and Aeroelastic Databases

5. adb144_2: Create a new aerodynamic and aeroelastic data base by attaching the original from
adb144_1, but utilizing a new configuration name and/or new Mach number/dynamic pressures,
“append” new data to the database. The MASTER from this run can subsequently be attached and
ADB, AEDB datablocks DBLOCATEd and both models will be available for reuse.
6. dumpadb: This illustrates a mini-DMAP solution that attaches an aerodynamic database and dumps
rigid aerodynamic data to the XDB that allows visualization of the aerodynamic data. No data on the
structural mesh is dumped, because the structural geometry/connectivity is not on the ADB or AEDB
components, so XDB cannot associate the data to grids/elements.
7. dumpaedb: Similar to dumpadb, but includes the aeroelastic unit solution data. In this case, the
aeroelastic data on the aerodynamic mesh are dumped to the XDB (in addition to the rigid
aerodynamics). No data on the structural mesh is dumped, because the structural
geometry/connectivity is not on the ADB or AEDB components, so XDB cannot associate the data
to grids/elements.
8. adb145_1: This deck generates an unsteady aerodynamic database and also performs flutter analysis
at a single Mach and altitude.
9. adb145r1: This deck reuses the unsteady aerodynamic database of adb145_1 to perform a complete
Mach and altitude sweep for the archived Mach numbers.

Main Index
 Appendix E: Static Aeroelastic Analysis
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

E Static Aeroelastic Analysis


Static Aeroelastic Analysis 281

Aeroelastic Matrices 282
 Aeroelastic Solutions 284

Printed Output 292

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 282 MSC FlightLoads and Dynamics User’s Guide
Introduction

Introduction
Panel Aerodynamics (App. A) has discussed the aerodynamic methods contained in FlightLoads while Splines
(App. B) has detailed how the aerodynamic and structural models are connected. This appendix completes
the description of the computationally intensive portion of MSC.FlightLoads and Dynamics by
documenting how these components are used in a static aeroelastic analysis.
As depicted in Aeroelasticity, the static aeroelastic analysis consists of three methods:
 Flexible Increments
 Flexible Trim
 Rigid Trim
After setting up the governing matrix equations, this appendix provides a discussion of these three methods.
In this discussion, the term "unit solutions" is used interchangeably with the "Flexible Increments" method.
A very useful by-product of the aeroelastic analysis is the production of stability derivative and hinge moment
data. This information is created within MSC.Nastran and is printed within the output (.f06) file. Although
the information is not available as part of FlightLoads postprocessing, its value motivates the documentation
of it here. (The dimensional equivalents can be obtained from the Load Summation tool of the Loads
Browser).

Aeroelastic Matrices
MSC.Nastran analysis is based on placing degrees of freedom in sets and, for the purposes of this discussion,
the aeroelastic equation can be developed in the f-set. This is the set of equations for the structural model that
remains after single and multipoint constraints have been removed. The aerodynamics are splined to these
points to produce an overall equation of the form.

 ·· 
M aa M ao  u a  K aa K ao  u a  Q Q  ua  Q  Pa 
 ··  +   – q aa ao   = q ax { u x } +   (5-1)
M oa M oo  u o  K oa K oo  u o  Q oa Q oo  u o  Q ox  Po 
 

The f-set has been divided into an "analysis" set indicated by the "a" subscript and an omit set with the "o"
subscript. The M, K, Q, and P matrices refer to Mass, Stiffness, aerodynamic, and applied loads, respectively
while the u terms refer to displacements. The ( ŽŽ ) superscript indicates acceleration and the x subscript on
u refers to the aerodynamic extra-points that have been introduced in (1-2). It should be noted that in
FlightLoads, the first term of the ux vector is the intercept; that is, in addition to the control surfaces and
rigid body motions of Analysis, there is a term that represents zero angle of attack forces that could be due to
user input twist and/or can be due to user input pressure forces on the aerodynamic elements.
There are two aerodynamic matrices in (5-1), and these are derived from splining the two aerodynamic
matrices of (1-4) and (5-5) to the f-set degrees of freedom:

Q ff = G
p
fk
Q kk G
d
kf
(5-2)

Main Index
 Appendix E: Static Aeroelastic Analysis 283
Aeroelastic Matrices

Q fx = G
p
fk
Q kx (5-3)

Qff is the aerodynamic correction matrix in that it provides the forces that are produced by the structural
deflections. Qfx is the aerodynamic load matrix and provides the distributed load increment for each of the
aerodynamic extra-points.
The spline matrices of (5-2) and (5-3) contain a p superscript to denote the force transform or a d superscript
to denote a force transform.
As a final note on (5-1), it is noted that splining to omitted (o-set) degrees of freedom is not allowed so that
Qao = Qoa = Qoo = Qox = 0. (5-1) can now be reduced to the a-set to give:
··
M aa { u a } + K aa { u a } – q Q aa { u a } = q Q ax { u x } + { P a } (5-4)

T T
M aa = M aa + M ao G oa + G oa M oa + G oa M oo G oa (5-5)

K aa = K aa + K ao G oa (5-6)

T
G
x
ak
=
G
x + G oa G
x
ok
(5-7)
ak

G
x
ka
=
G
x + G
x
ko
G oa (5-8)
ka

where x can be either "p" or "d" for the force or displacement spline, respectively.
–1
Q aa = G
p
ka
S kj A jj D jk G
d
ka
(5-9)

    T 
 P a  =  P a  + G oa  Po  (5-10)
     

Q ax = G
p
ka
Q kx (5-11)

The structural displacements are recovered using standard recovery procedures; noting that
–1 –1
{ uoo } = K oo G ok
p Q kx { u x } + K oo { Po } (5-12)

In the typical case for which there are free structural accelerations, divides the a-set into a r-set and an l-set.
The r-set (reference set) contains user defined degrees of freedom equal in number to the number of rigid
body motions permitted for the vehicle while the l-set (leftover set) contains the remaining degrees of
freedom. There is a relationship between the aerodynamic extra points and the accelerations in the r-set that
can be written as:
··
{ ur } = T rR T Rx { u x } (5-13)

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 284 MSC FlightLoads and Dynamics User’s Guide
Aeroelastic Solutions

where the subscript R denotes the aerodynamic reference coordinate system and the [ T Rx ] matrix is a Boolean
matrix that selects the aerodynamic reference point accelerations from the vector of trim parameters.
Under quasi-static analysis, the total free accelerations can be related to the rigid body accelerations as:

{ u··l } = D lr { u··r } (5-14)

where the [ D lr ] matrix is a transformation based on the geometry of the structural model, but which can be
derived from partitions of the stiffness matrix:
–1
D lr = K ll K lr (5-15)

Aeroelastic Solutions
The equations of the preceding section can now be solved once we have introduced two new concepts. The
first concept is “restrained” vs. “unrestrained” and refers to how the displacements of supported degrees of
freedom (ur in the previous section) are treated. The Restrained approach sets these terms to zero and then
solves for the remaining variables. This provides considerable simplification in the equations to be solved and
is equivalent to the type of analysis that would be performed in a flight simulator. The Unrestrained approach
applies a mean axis constraint (see Unrestrained Analysis below) to solve for ur that is orthogonal to the rigid
body motions of the vehicle. This corresponds to the equations of a free-flying vehicle and is therefore
equivalent to the type of analysis that would be performed in a flight test. MSC.Nastran uses the restrained
formulation for the majority of its calculations, but also does unrestrained calculations for the computation
of stability derivatives and flexible load increments.
The second concept is that of Unit Loads and Solutions. The static aeroelastic capability implemented in the
first release of FlightLoads is linear so that the total solutions can be regarded as the summation of unit
solutions that are obtained from applying a unit value to a particular aerodynamic extra point (component
of the ux vector.). FlightLoads exploits this property in arriving at the overall solutions, in creating data
through the Flexible Increment Method of Aeroelasticity and in subsequently presenting the data to the user
through Results Browser. This section makes a distinction between Unit Loads/Solutions that are due to
inertia loads and those that are due to other rigid body motions, such as angle of attack or control surface
motion. The GUI of main body of this report does not distinguish between these two types of loads, but does
distinguish between flexible, rigid and total loads (where “rigid” is the aerodynamic load applied to the
structure, “flexible” is the incremental load due to the aeroelastic deformation and “total” is the sum of the
two).

Restrained Analysis (Displacements Relative to { ur } = 0 )

We can rewrite (5-4) to enable solution of the free-free equations by combining (5-4) with (5-13) and using
(5-14) to relate the (rigid body) l-set accelerations to the r-set accelerations (under the usual assumption of
quasi-static analysis) to obtain:

Main Index
 Appendix E: Static Aeroelastic Analysis 285
Aeroelastic Solutions

 
K ll K lr  u l  Q ll Q lr  u l   Q lx M ll M lr D lr   Pl 
 –q   = q – T rR T Rx  { u x } +  
u
K rl K rr  r  u
Q rl Q rr  r   Q rx M r l M rr I rr   Pr 
 

(5-16)
T
Following the derivation of Eq. 2-69 of Ref. 12, we premultiply the first equation by D lr and add it to the
second to obtain:

 
K ll K lr  u l  Q ll Q lr  u l   Q lx M ll D lr + M lr   Pl 
  – q   q = – T rR T Rx  { u x } +  z 
0 0  ur  Q z rl Q z rr  u r   Q z rx mr  P r 
 

(5-17)
in which the superscript “z” has been used to denote the r-set reductions:
T
– q Q z rl = –q ( D lr Q l l + Q rl ) ≡ [ KAZL ] (5-18)

T
– q Q z rr = –q ( D lr Q lr + Q rr ) ≡ [ KAZR ] (5-19)

T
– q Q z rx = –q ( D lr Q lx + Q rx ) ≡ [ KSAZX ] (5-20)

T
P zr = D lr P l + Pr (5-21)

we have also applied the relationships that

T T
D lr K ll + K rl = D lr K lr + K rr ≡ 0

by the definition of the rigid body transformation matrix and:

T T
mr ≡ D lr M ll D lr +D lr M lr + D lr M rl + M rr

This latter term is the definition of the "reduced mass matrix." Solving the first equation for { u l } in terms
of { u x } (noting that { u r } ≡ 0 ):
–1
    
{ u l } =  K ll – q Q ll   q Q lx –  M ll D lr + M lr  T rR T Rx  { u x } + { P l }
   

(5-22)
Looking at (5-22), we can rewrite it in terms of three component “unit solutions”:
–1
r    
{ u x lx } =  K ll – q Q ll   q Q lx  ≡ [ RUXLX ] (5-23)
   

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 286 MSC FlightLoads and Dynamics User’s Guide
Aeroelastic Solutions

–1
   
{ u x lr } =  K ll – q Q ll    M ll D lr + M lr   ≡ [ IUXLR ]
i

(5-24)
   

–1
p  
{ u xl } =  K ll – q Q ll  { P l } ≡ [ PUL ] (5-25)
 

where the r, i and p superscripts denote rigid forces, inertial forces and static forces, respectively. Due to the
Boolean matrix selection of the acceleration parameters and the fact that the rigid aerodynamics produces no
forces for unit accelerations, the rigid and inertial unit solution vectors are either zero or nonzero for any
parameter. This union of elastic unit solutions is denoted:
r i
{ u x lx } = { u x lx } – { u x lr } T rR T Rx (5-26)

Using these relations leads to a simplified form of (5-22):

p
{ u l } = { u x lx } { u x } + { u x l } (5-27)

In this form, we can see that the first term is the deflection due to the aeroelastically corrected rigid
aerodynamic loads and inertial forces and the second is the deflection due to the aeroelastically corrected
statically applied load.
Substituting (5-27) into the second row of , results in the following relation that is the equivalent of Eq. 2-74
of Ref. 12 (ZZX * UX = PZ).

  p
 mr T rR T Rx – q Q z rl { u x lx } – q Q z rx { u x } = x
P z r + q Q z rl { u l } (5-28)
 

There is one equation for every supported degree of freedom and the unknowns are the free parameters in
{ u x } . Note that the right hand side is zero unless there are statically applied loads.

Restrained Stability Derivatives from the Unit Solutions

By inspection of (5-28), we can see that the rigid (splined) stability derivatives in the reference coordinate
system are:

 Cx 
 
 Cy 
 
 Cz  T T
  = N T rR D lr Q lx (5-29)
 C mx 
 
 C my 
 
 C mz rigid

where [ N ] matrix is the normalization matrix that is derived from the user input reference areas and lengths
as:

Main Index
 Appendix E: Static Aeroelastic Analysis 287
Aeroelastic Solutions

1⁄S 0 0 0 0 0
0 1⁄S 0 0 0 0
0 0 1⁄S 0 0 0
N =
0 0 0 1 ⁄ Sb ref 0 0
(5-30)
0 0 0 0 1 ⁄ Sc ref 0
0 0 0 0 0 1 ⁄ Sb ref

Similarly, the elastically corrected stability derivatives are:

 Cx   Cx 
   
 Cy   Cy 
   
 Cz   Cz  T 
  =   – N T rR  Q z rl { u x lx } + q Q z rx  (5-31)
 C mx   C mx   
   
 C my   C my 
   
 C mz rest  C mz rigid

Unrestrained Analysis and Stability Derivatives (Displacements Relative to

Mean Axis)
In addition to the restrained analysis (trim and stability derivative calculation), MSC.Nastran computes the
unrestrained stability derivatives: force increments due to unit perturbations about the mean axes. To
introduce the mean axes, an orthogonality criterion is applied such that the rigid body motions are
orthogonal to the elastic deflections:

M ll M lr ul
D T lr I rr = 0 (5-32)
M rl M rr ur

where we introduce the overbar to denote deflections in the mean axis system. These equations are added to
those of to yield:

K ll K lr Q ll Q lr  Q lx
 ul   ul  
Mz rl Mz rr
 –q 0 0   = q 0 (5-33)
 ur   ur  
0 0 Q z rl Q z r r  Q z rx
M ll D lr + M lr   Pl 
  
– 0 Tr R T Rx { u x } +  0 
  z 
mr  P r 

where we again use the “z” superscript:

T
M z rl = D lr M ll + M rl ≡ [ MZRL ] (5-34)

T
M z rr = D lr M lr + M rr ≡ [ MZRR ] (5-35)

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Aeroelastic Solutions

Again, solving the first equation for { u l } in term of { u x } (noting that { u r } ≠ 0 ):

–1
  
{ u l } =  K ll – q Q ll   q Q lx (5-36)
  

–  M ll D lr + M lr  T r R T Rx  { u x } –  K lr – q Q lr  { u r } + { P l }



Looking at (5-36), we can rewrite it in terms of the three component “unit solutions” of the restrained case
and an additional term due to the rigid body displacements:
–1
r r    
{ u x lx } = { u x lx } =  K ll – q Q l l   q Q lx  ≡ [ RUXLX ] (5-37)
   

–1
i    
{ u x lr } = { u x lr } =  K ll – q Q ll    M ll D lr + M lr   ≡ [ IUXLR ]
i

(5-38)
   

–1
p p  
{ u xl } = { uxl } =  K ll – q Q ll  { P l } ≡ [ PUL ] (5-39)
 

–1
   
{ u r lr } =  K ll – q Q ll    K lr – q Q lr   ≡ [ URLR ] (5-40)
 
   

where the r, i and p superscripts again denote rigid forces, inertial forces and static forces, respectively.
Using these relations leads (using the combination of elastic unit solutions of (5-26)) to a simplified form of
(5-36):
p
{ u l } = { u x lx } { u x } – { u r lr } { u r } + { u x l } (5-41)

In this form, we can see that we have added a term to the restrained solution due to the “elastically corrected”
rigid body motion of the support points.
Substituting (5-41) into the second and third rows of (5-33), and keeping the accelerations of the support
points { u··r } separate from their { u x } counterparts we obtain:

x r   i
M z r l { u lx }  – M z rl { u r lr } + M z rr  – M z rl { u x lr }
 

 r    i
 – q Q z rx – q Q z r l { u x lx }   q Q z rl { u r lr } – q Q z rr   m r + q Q z rl { u x lr } 
     

 u  p
 x   – M z rl { u x l } 
   
 ur  =  
   q Q z { u x }p + P z 
 { u··r }   rl l r 
 

(5-42)

Main Index
 Appendix E: Static Aeroelastic Analysis 289
Aeroelastic Solutions

Using the first equation to solve for { u r } in terms of { u x } and { u··r } , we obtain:
r i p
{ u r } = { u x rx } { u x } – { u x rr } { u··r } + { u x r } (5-43)

–1
r    r
{ u x rx } =  – M z rl { u r lr } + M z rr   – M z rl { u x lx }  ≡ [ RUXRX ] (5-44)
   

–1
i    i
{ u x rr } =  – M z r l { u r lr } + M z r r   – M z rl { u x lr }  ≡ [ IUXRR ] (5-45)
   

and
–1
p    p
{ uxr } =  – M z rl { u r lr } + M z rr   – M z rl { u x l }  ≡ [ PUR ] (5-46)
   

Substituting (5-43) into the second equation of (5-42) leads to trim equation:

i   i
m r + q Q z rl { u x lr } –  q Q z rl { u r lr } – q Q z rr  { u x rr } { u··r } + (5-47)
 
 r   r
 – q Q z rx – q Q z rl { u x lx } +  q Q z rl { u r lr } – q Q z r r  { u x rx }  { u x }
   
p   p
= q Q z rl { u x l } + P z r –  q Q z rl { u r lr } – q Q z rr  { u x l }
 

which we can solve for { u··r } in terms of { u x } if we ignore the static load (which does not participate in the
stability derivative calculation. Then, if we premultiply the resultant accelerations by the total mass matrix
m r , we have the forces resulting from unit perturbation of the trim parameters: the stability derivatives. To
solve, we define the intermediate quantities:

 
z = – q
K rr  Q z rl { u r lr } – q Q z rr  ≡ [ K2RR ] ≡ [ KZRR ] (5-48)
 

i i
M rI r = m r + q Q z rl { u x lr } + K z rr { u x rr } ≡ [ MIRR ] (5-49)

 r r
r1 =
K zx  – q Q z rx – q Q z r l ( { u x lx } – { K z rr } ) { u x rx }  = [ KR1ZX ] (5-50)
 

The accelerations of the r-set due to the trim parameters are then
–1
{ u··r } x = M I rr r1
K zx (5-51)

Then, the dimensional unrestrained stability derivatives can be computed as:

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Aeroelastic Solutions

 Cx 
 
 Cy 
 
 Cz  T –1
  = – N T rR mr M I rr r1
K zx (5-52)
 C mx 
 
 C my 
 
 C mz unrest·

Recovery of Unit Solutions to the a-set and to the k-set

To compute the distributed force increments, we need to recover the unit solutions. Each displacement has
a component due to the rigid aerodynamic forces and a component due to the accelerations. Using the
previous development, we can summarize the l-set and r-set components as shown in Table 5-1.
To obtain the total elastic increment displacements, the sums of the rigid and inertial increments must be
obtained using (5-26) for the restrained case and using the combination of (5-41) and (5-43) for the unrestrained
case. Note that, in this formulation, the inertial increment is always subtracted from the rigid increment.

Table 5-1 Unit Solution Data Recovery on Structural Degrees of Freedom

Component Due to Rigid Forces Due to Inertial Forces
Restrained
{ ur } = 0 = 0
Restrained
{ ul } = [ RUXLX ] (5-23) = [ IUXLR ] [ RFSOP ] (5-24)

Unrestraine
d { u··r } = 0 = [ MIRR ] – 1 [ KR1ZX ] (5-51)

= [ IUXRR ] [ MIRR ] – 1 [ KR1ZX ]

Unrestraine
d { ur } = [ RUXRX ] (5-44) (5-45) and (5-51)
= [ RUXLX ] – [ URLR ] [ RUXRX ] = [ URLR ] [ IUXRR ] [ MIRR ] – 1 [ KR1ZX ]
Unrestraine
d { ul } (5-23), (5-44) and (5-40) (5-45), (5-51) and (5-40)

Recovery of these displacements to the a-set involves only the merging of the r-set and l-set partitions. To give
names to these a-set data:

[ UXAX ] = { u x ax } r est = [ RUXLX ] – [ IUXLR ] [ RFSOP ] (5-53)

0–0

[ UUXAX ] = { u x ax } unrest = (5-54)

{ [ RUXLX ] – [ URLR ] [ RUXRX ] } – { [ URLR ] [ IUXRR ] [ MIRR ] – 1 [ KR1ZX ] }

{ [ RUXRX ] } – { [ IUXRR ] [ MIRR ] – 1 [ KR1ZX ] }

Main Index
 Appendix E: Static Aeroelastic Analysis 291
Aeroelastic Solutions

where the rigid increment and inertial increment are shown separately with the appropriate sign. These
displacement fields are the basic data needed to compute the increments in force due to the elastic response
of the aircraft.

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Printed Output

To obtain the same data in the k-set, the displacement spline relationship can be applied to each of the
displacement fields. In the a-set, this is

{ u x kx } = G
d
ka
{ u x ax } (5-55)

where { u x ax } represents the appropriate displacement field (rigid or inertial, restrained or unrestrained).

Distributed Force Increments from Unit Solutions

For purposes of aircraft simulation, it is useful to have the distributed forces for each of the aerodynamic extra
points that integrate to the stability derivatives. These data can be used to perform incremental bending
moment, shear and torque calculations for a particular set of trim parameters ( { u x } or { u x } as appropriate).
The rigid forces are trivially computed from:

F gx = q Gp
gk
F kx = q Gp
gk
Q kx (5-56)

To obtain the rigid forces and force increments from the unit solutions one uses the forces due to the unit
solution’s displacements using the usual relationship:

ΔF gx = q Gp
gk
ΔF kx = q Gp
gk
Q kk { u x kx } (5-57)

where the displacement field(s) due to the perturbations { u x kx } are simply the unit solutions of Table 5-1
recovered to the k-set.
Inertial Forces: The basic inertial forces (that is, those from the rigid airplane) are needed, since the terms
inTable 5-1 represent only the aeroelastic increments due to the displacements caused by the inertial forces.
The structural inertial force increments are computed directly from:
inertia
ΔF gx = M gg { u··x gx } (5-58)

where the incremental accelerations { u··x gx } are computed by recovering the a-set incremental accelerations to
the g-set in the usual manner. The a-set incremental accelerations are computed from:

{ u··x ax } res t = D ar T rR T Rx (5-59)

for the restrained case in which [ D ar ] is computed by merging [ D lr ] with an identity matrix over the r-set.
For the unrestrained case, the r-set accelerations come from (5-51) and the a-set accelerations are then:
–1
{ u··x ax } unrest = D ar M I rr r1
K zx (5-60)

Printed Output
The primary goal of FlightLoads is to bring visibility to the process of the development of flight loads. The
main body of this manual has emphasized the Graphical User Interface of FlightLoads, but there are also
important pieces of information that are produced by the system that do not have a visual component.

Main Index
 Appendix E: Static Aeroelastic Analysis 293
Printed Output

Instead, they are presented as tables within the printed.f06 output that is produced as part of the
MSC.Nastran run. This section documents this output and has been assembled by adapting documentation
that is contained in the MSC Nastran User’s Guide for Aeroelasticity, the Release Guide for Version 70.5 of
MSC.Nastran and new material for this document.

Stability Derivatives and Hinge Moment Coefficients

Stability derivatives are invaluable for characterizing the performance and handling of an air vehicle. They
allow for communication with Flight Controls engineers in the language they understand. Within the context
of FlightLoads, they are also useful for checking the reasonableness of the results and the quality of the splines.
Aeroelastic Solutions has derived the stability derivative calculations in pieces. Hinge moment coefficients are
a special type of stability derivative that requires special handling and display. This subsection brings this
information together and provides an illustration of how the data appear in the printed output.
Seven input matrices provide dimensional r-set force increment data for the computation of rigid, elastic
restrained and elastic unrestrained intercepts, stability derivatives and hinge moments. These data are;
 KRZX - restrained dimensional coefficients
 Z1ZX - unrestrained dimensional coefficients
 RSTAB - rigid dimensional coefficient from aero mesh
 KSAZX - rigid dimensional coefficient from structural mesh
 RHMC - Frigid dimensional hinge moments
 ERHM - elastic, restrained dimensional hinge moments
 EUHM - elastic, unrestrained dimensional hinge moments
Note that the hinge moment data are a single value (hinge moment) for each control surface while the others
are single values for each support point for each control surface/intercept.
Each of these matrices can be related to the unit solutions approach. For example:

KRZX = q Q z rl  { u x lx } – { u x lx } T rR T Rx  – q Q z rx
r i

(5-61)

T –1
Z1ZX = – T rR mr M I rr r1
K zx (5-62)

RSTAB = q [ SRKT ] [ QKX ] (5-63)

KSAZX = q [ DAR ] [ GPAK ] [ SRKT ] [ QKX ] (5-64)
Hinge moment derivatives: These can also be computed easily from the unit solutions’ forces once the
[ ΔF kx ] are available from each of the unit solutions using intermediate data from the application of (5-57).
MSC Nastran computes a HMKT matrix that integrates the hinge moment for each control surface using a
k-set sized force distribution as input. Therefore, all the (dimensional) control surface hinge moment
increments are immediately available as:

ΔF kx = q Q kk G
d
ka
{ u x ax } (5-65)

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 294 MSC FlightLoads and Dynamics User’s Guide
Printed Output

T
m
ΔH xx = ΔF kx m
H kx (5-66)

[ RHMCF ] = q [ QKX ] T [ HMKT ] (5-67)

T
[ ERHM ] = q Q kk G
d
ka
[ UXAX ] [ HMKT ] + [ RHMCF ] (5-68)

T
[ EUHM ] = q Q kk G
d
ka
[ UUXAX ] [ HMKT ] + [ RHMCF ] (5-69)

Figure 5-1 provides typical output for stability derivatives. Four sets of stability derivatives computed about the
origin of the aerodynamic reference coordinate system and are generated for the system for each flight
condition in that coordinate system:
1. Rigid unsplined
2. Rigid splined
3. Elastic restrained at the SUPORTed degrees of freedom
4. Elastic unrestrained
Before the stability derivatives are tabulated, the transformation from the basic to the reference coordinates
is shown. This transformation provides a check on the input of the aerodynamic reference coordinate system
for the stability derivatives. The stability derivatives for the rigid and elastic vehicle are shown next. The rigid
derivatives are those that are obtained while neglecting elastic deformation of the vehicle. These derivatives
are presented in two ways: unsplined and splined coefficients which provide checks on the splining and
structural boundary conditions (e.g., single point constraints reacting forces through any actuator can cause
apparent load loss). The unsplined coefficients are based on all the boxes in the aerodynamic model and are
independent of the spline. usually, the two sets of coefficients are nearly identical unless there is an error in
the spline input, such as not including all of the boxes. However, there may be situations where some boxes
intentionally may not be connected to the spline, as in the case when no motion of certain boxes is desired.
This latter case can be avoided by mapping the forces of those non-moving boxes using a FORCE spline.

Main Index
 Appendix E: Static Aeroelastic Analysis 295
Printed Output

Figure 5-1 Stability Derivative Example

Non-dimensional hinge moment coefficient data are output in the format shown in Figure 5-2. Each
aerodynamic extra point produces its own row of hinge moment coefficients. The hinge moments are
computed directly from the aerodynamic model, rather than from the structural model that is used for the
splined stability derivative data. For this reason, there is no comparison of the splined and unsplined hinge
moment coefficients as there is for the stability derivatives. There are values for the restrained and
unrestrained coefficients.

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 296 MSC FlightLoads and Dynamics User’s Guide
Printed Output

Figure 5-2 Hinge Moment Coefficients Example

Note also that since the integration is performed on the aerodynamic mesh, the inertial moment is not
included in the hinge moment. However, the aeroelastic load induced by the deformations caused by the
inertial forces is included.

HP and HP0 Matrices

The HP and HP0 matrices are the r-set displacements due to the restrained unit trim parameter forces and
the aerodynamic intercept force, respectively. The displacements that correspond to these terms are found in
(5-44) and (5-45), so that
–1 
T Rx 
r i
HP0|HP = mr 
{ u x rx } – { u x rr } T rR (5-70)

These terms are printed using a MSC Nastran matrix utility and appear in the output as shown in Figure 5-3.

Figure 5-3 HP0 and HP Matrix Example

Main Index
 Appendix E: Static Aeroelastic Analysis 297
Printed Output

Trim Results and Control Surface Limits

The solution for the trim variables in FlightLoads is almost always carried out by solving the simultaneous
equations given by (5-28). MSC.Nastran can also obtain a solution when there are redundant control surfaces
and one or more of these control surfaces may be limited to a user specified value of the control surface
deflection or hinge moment. These nonlinear solutions are a recent innovation and not considered part of
the standard FlightLoads capability. However, the reporting of the trim analysis method in the printed output
could make reference to these alternative methods, so they are touched upon here.
There are five possible trim solutions that can occur and these are given in Figure 5-4.

Figure 5-4 Trim Algorithm Selection

Figure 5-5 shows an example of the trim output, including the trim selection method. There are two tables in
Figure 5-5. The first gives the aeroelastic trim variables by ID and name and value. The table also lists the
variable type “RIGID BODY” or “CONTROL SURFACE” and the trim status. There are four types of trim
status: FREE, FIXED, SCHEDULED and LINKED and they indicate that the variable value was free to
vary, fixed by the user, scheduled using the CSSCHD entry or linked. (Scheduling has not been discussed in
this guide, but is documented in the MSC Nastran V70.5 Release Guide.)
The second table provides control surface limit results. Each control surface has an upper and lower limit on
its position and hinge moment value. The actual values are also listed and flags are provided to quickly
identify any active limit (i.e., a response that is not violated but is within 3% of the prescribed limit marked
with an (A)) while any violated constraint (i.e., a response that exceeds its limit by more than 0.3% marked
with a (V)). Units of the output are radians for the positions and physically consistent units (e.g., newton-
meters) for the hinge moments.

Main Index
 298 MSC FlightLoads and Dynamics User’s Guide
Printed Output

Figure 5-5 Trim Output and Control Surface Limits

Pressure and Forces on the Aerodynamic Elements

As a final example of printed output, Figure 5-6 depicts pressure and forces that are imposed on the
aerodynamic model at trim. The pressures are printed in both dimensional and non-dimensional form and
are listed in order of the aerodynamic elements starting from one.
The force output is printed in the format of standard OLOAD output in MSC.Nastran. Six degrees of
freedom are printed for each aerodynamic grid even though one or more terms is zero for each grid.

Main Index
 Appendix E: Static Aeroelastic Analysis 299
Printed Output

Figure 5-6 Aerodynamic Pressure and Force Output Example

Main Index
 300 MSC FlightLoads and Dynamics User’s Guide
Printed Output

Main Index
 Appendix F: Aero Mesh Interface File Format
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

Aero Mesh Interface File

F Format


Introduction 302

Definition of an Aerodynamic Mesh Interface File (AMIF) 302
 AMIF Format and Reading 308

Sample AMI File 309

Main Index
 302 MSC FlightLoads and Dynamics User’s Guide
Introduction

Introduction
This appendix describes the format of the various entries that make up the Aerodynamic Mesh Interface File
(AMIF). This file format allows external meshes to be imported as MSC FLD “3D” aerodynamic meshes.
These meshes can then be used to define other aerodynamic data such as Splines, Nonlinear Parametric
Loads, Monitor Points, and Control Devices.

Definition of an Aerodynamic Mesh Interface File (AMIF)

To use “external” aerodynamic codes within MSC.FlightLoads and Dynamics the aerodynamic mesh has to
be known. The mesh is needed for different purposes:
1. Mesh geometry has to be known to do any aeroelastic analysis.
2. Mesh geometry is needed for splining.
3. Mesh geometry (external node and element IDs) is used to display results and verify the splines.
To serve all these needs, a simple interface file has been defined. There is a minimum set of information
needed to do most of this:
1. Aerodynamic grid points
2. Aerodynamic panels (boxes, elements, or whatever you want to call them)
This minimum set of information will be sufficient to make the aerodynamic mesh known to
MSC.FlightLoads and Dynamics and is sufficient to do interactive splining and spline verification in MSC
FLD. The following tables describe all entries of an AMIF designed to do all functions described above.

General Rules
1. All fields are separated by one or more spaces (not tabs).
2. The entry name must be upper case and must start in the first column.
3. The order is not important.

Entry: Comment
Comment line which will be ignored by the AMIF reader.

1 2 3 4 5 6 7 8 910
1 2 3 4 5 6 7 8
#

Example:
# This file was created by the XYZ Euler Code.

Entry: SGROUP (Required)

Supergroup name for MSC FLD

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 Appendix F: Aero Mesh Interface File Format 303
Definition of an Aerodynamic Mesh Interface File (AMIF)

1 2 3 4 5 6 7 8 910
1 2 3 4 5 6 7 8
SGROUP SNAME

1 2 3 4 5 6 7 8 910
SGROUP lann_1

Field Contents
SNAME Supergroup name. The length of the name is limited to 8 characters.
Please do not use any blanks or hyphens in the name, use underscores instead.

Entry: AGROUP
Aerodynamic group name which becomes a subgroup of the Supergroup.

1 2 3 4 5 6 7 8 910
1 2 3 4 5 6 7 8
AGROUP AGID ANAME

1 2 3 4 5 6 7 8 910
AGROUP 47 Wing_Top

Field Contents
AGID Aerodynamic Group ID
ANAME Name of the of the aerodynamic group. The group name is limited to 31
characters. Please do not use any blanks or hyphens in the name, use
underscores instead. These groups are very useful to separate the aerodynamic
model into functional components. It is important to split the model into
groups to use the splining later on. It is strongly recommended that you split
the model into parts like: Left_Wing_Top, Left_Wing_bot, Fuselage_Left,
Fuselage_Right and so on. MSC Patran groups will be created automatically
from these groups

Entry: ADOF (Required)

DOFs for the aerodynamic grids.

1 2 3 4 5 6 7 8 910
1 2 3 4 5 6 7 8
ADOF ADOFS

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 304 MSC FlightLoads and Dynamics User’s Guide
Definition of an Aerodynamic Mesh Interface File (AMIF)

1 2 3 4 5 6 7 8 910
ADOF 123

Field Contents
ADOFS The list of degrees of freedom the aerodynamic grids possess.
Note that only 125 is currently supported. Nonetheless, this entry is required.

Entry: ACORD
Coordinate frame for aero groups or grids. The coordinate frame definition is based upon the global (MSC
Patran) or basic (MSC Nastran) coordinate system.
.

1 2 3 4 5 6 7 8 910
1 2 3 4 5 6 7 8
ACORD ACID XOR YOR ZOR XZA YZA ZZA
XXZ YXZ ZXZ

1 2 3 4 5 6 7 8 910
ACORD 1 0.0 0.0 0.0 0.0 0.0 1.0
1.0 0.0 0.0

Field Contents
ACID Aero coordinate frame ID
XOR X-location of the origin
YOR Y-location of the origin
ZOR Z-location of the origin
XZA X-location of a point on the z-axis
YZA Y-location of a point on the z-axis
ZZA Z-location of a point on the z-axis
XXZ X-location of a point in the xz plane
YXZ Y-location of a point in the xz plane
ZXZ Z-location of a point in the xz plane

Note: Despite being a free field, this entry must be broken into two records as shown.

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 Appendix F: Aero Mesh Interface File Format 305
Definition of an Aerodynamic Mesh Interface File (AMIF)

Entry: AECORD
Defining the aerodynamic reference coordinate frame. This entry is allowed to appear only once in a AMIF
file. If this entry is not in the file the global (MSC Patran) or basic (MSC Nastran) coordinate system will be
used as default.
.

1 2 3 4 5 6 7 8 910
1 2 3 4 5 6 7 8
AECORD ACID

1 2 3 4 5 6 7 8 910
AECORD 1

Field Contents
ACID Aero coordinate frame ID which will be used as aerodynamic reference frame.

Entry: AGRID
Aerodynamic grid point.
.

1 2 3 4 5 6 7 8 910
1 2 3 4 5 6 7 8
AGRID GID X Y Z ACID

1 2 3 4 5 6 7 8 910
AGRID 781 10.456 27.678 1.938 1

Field Contents
GID The ID of the aerodynamic grid point
X X-location of the grid point
Y Y-location of the grid point
Z Z-location of the grid point
ACID Aero coordinate frame ID which is the reference for the grid location. If the ID is 0
or blank the global (MSC Patran) or basic (MSC Nastran) coordinate system will be
used for reference.

Entry: EIDSTART
Starting element ID and element ID offset values.

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 306 MSC FlightLoads and Dynamics User’s Guide
Definition of an Aerodynamic Mesh Interface File (AMIF)

1 2 3 4 5 6 7 8 910
1 2 3 4 5 6 7 8
EIDSTART SEID OFFSET

1 2 3 4 5 6 7 8 910
EIDSTART 2000001 10000

Field Contents
SEID Starting element ID. This value is of type integer.
OFFSET Offset to be used when updating the starting element ID. This value is of type integer.

Note: These data are used to override the equivalent values in the MSC.FlightLoads and Dynamics
Options menu.

Entry: AQUAD
Aerodynamic quadrilateral panel.

1 2 3 4 5 6 7 8 910
1 2 3 4 5 6 7 8
AQUAD APID G1 G2 G3 G4 AGID

1 2 3 4 5 6 7 8 910
AQUAD 123 12 13 46 45 47

Field Contents
APID Aerodynamic panel ID
Gi Aerodynamic grid point IDs of the connection points. Must be unique.
AGID Aerodynamic Group ID the panel belongs to.

Remark:
The connection of G1 to G4 is not arbitrary. There are two boundary conditions to observe. The panel
normal is defined by the connection grids (see sketch below). The normal of the panel as to point at any place
from the structure into the fluid. Second the connection of G1 and G2 has to point roughly into the direction
of the x-axis of the aerodynamic coordinate system.

Main Index
 Appendix F: Aero Mesh Interface File Format 307
Definition of an Aerodynamic Mesh Interface File (AMIF)

Entry: ATRIA
Aerodynamic triangular panel.

1 2 3 4 5 6 7 8 910
1 2 3 4 5 6 7 8
ATRIA APID G1 G2 G3 AGID

1 2 3 4 5 6 7 8 910
ATRIA 123 12 13 46 1234

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 308 MSC FlightLoads and Dynamics User’s Guide
AMIF Format and Reading

Field Contents
APID Aerodynamic panel ID
Gi Aerodynamic grid point IDs of the connection points. Must be unique.
AGID Aerodynamic Group ID the panel belongs to.

Remark:
The connection of G1 to G3 is not arbitrary. The panel normal is defined by the connection grids (see sketch
below).

AMIF Format and Reading

The AMIF does not use a fixed format but keep in mind that all numbers will be stored in single precision.
That is equivalent to I10 for IDs and 6-8 significant places for real numbers. The appearance of the fields is
arbitrary. The standard extension of the AMIF is ami e.g. lann_1.ami.
When reading the AMIF into MSC FLD the grids and panels may be renumbered since MSC Patran requires
unique grid and element IDs. While reading the file the aerodynamic super group will be created and within
it the component groups will be created. All panels will be stored into their component group. The
aerodynamic grids will be gathered accordingly into the groups. Finally, an attempt will be made to create an
underlying surface from the elements/nodes of each group. If the attempt fails, you will receive a warning
message that allows you to continue or terminate the import. If you continue, then the only effect will be that

Main Index
 Appendix F: Aero Mesh Interface File Format 309
Sample AMI File

the group will NOT have an underlying surface associated with the region. This lack should have little or no
impact. However, if you desire surfaces, you may wish to continue and double check the elements. Failure
may indicate too warped a surface -- it maybe that, by breaking the group into pieces you can obtain a surface.
Element and Node Numbering - The following rules will be applied to your AMIF.
• If the lowest ID of any AGRID is greater than the largest grid ID in the MSC Patran database,
the AMIF numbers will be retained. Otherwise, they will be offset.
• Element numbers are ALWAYS reassigned. However, the MSC FLD Options menu element
numbering rules will be applied (contiguous IDs in the group with an integer multiple of the
increment to determine the next groups stacking ID). An EIDSTART entry will override the
options.

Hint: While importing the aero grid locations the absolute value of the location components are
important. The components are checked against the Global Tolerance. If a component is
smaller than the Global Tolerance it is not created. So please make sure the Global Tolerance
used is correct for the size of your model.

Sample AMI File

# AMIF File generated from A502 Flat File: ag0.M0400.a502
#
# Total number of components: 4
# Total number of elements: 160
#
SGROUP ag0
AGROUP 15001 comp_15001
AGROUP 16001 comp_16001
AGROUP 17001 comp_17001
AGROUP 18001 comp_18001
#
# Mesh Points
#
ADOF 123
#
AGRID 15001 21.996000 0.000000 0.000000
AGRID 15002 19.477145 0.000000 0.122751
AGRID 15003 15.213201 0.000000 0.315383
AGRID 15004 9.879925 0.000000 0.439229
AGRID 15005 5.258064 0.000000 0.387279
AGRID 15006 2.365530 0.000000 0.275519
AGRID 15007 0.907077 0.000000 0.178046
AGRID 15008 0.253696 0.000000 0.099594
AGRID 15009 0.000000 0.000000 0.000000
AGRID 15010 28.339230 7.804171 0.000000
AGRID 15011 26.043797 7.804171 0.111863
AGRID 15012 22.158064 7.804171 0.287409
AGRID 15013 17.297849 7.804171 0.400269
AGRID 15014 13.085947 7.804171 0.352928
AGRID 15015 10.449981 7.804171 0.251080
AGRID 15016 9.120892 7.804171 0.162253
AGRID 15017 8.525466 7.804171 0.090760
AGRID 15018 8.294273 7.804171 0.000000
AGRID 15019 33.668299 14.360604 0.000000
AGRID 15020 31.560567 14.360604 0.102716
AGRID 15021 27.992577 14.360604 0.263907
AGRID 15022 23.529789 14.360604 0.367538
AGRID 15023 19.662301 14.360604 0.324068

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 310 MSC FlightLoads and Dynamics User’s Guide
Sample AMI File

AGRID 15024 17.241882 14.360604 0.230549

AGRID 15025 16.021475 14.360604 0.148986
AGRID 15026 15.474738 14.360604 0.083338
AGRID 15027 15.262450 14.360604 0.000000
AGRID 15028 38.282779 20.037868 0.000000
AGRID 15029 36.337580 20.037868 0.094795
AGRID 15030 33.044725 20.037868 0.243557
AGRID 15031 28.926073 20.037868 0.339197
AGRID 15032 25.356816 20.037868 0.299079
AGRID 15033 23.123040 20.037868 0.212771
AGRID 15034 21.996742 20.037868 0.137497
AGRID 15035 21.492164 20.037868 0.076912
AGRID 15036 21.296246 20.037868 0.000000
AGRID 15037 42.442075 25.155112 0.000000
AGRID 15038 40.643375 25.155112 0.087656
AGRID 15039 37.598515 25.155112 0.225214
AGRID 15040 33.790053 25.155112 0.313651
AGRID 15041 30.489607 25.155112 0.276554
AGRID 15042 28.424065 25.155112 0.196746
AGRID 15043 27.382592 25.155112 0.127142
AGRID 15044 26.916016 25.155112 0.071119
AGRID 15045 26.734853 25.155112 0.000000
AGRID 15046 46.380000 30.000000 0.000000
AGRID 15047 44.720002 30.000000 0.080896
AGRID 15048 41.909939 30.000000 0.207847
AGRID 15049 38.395156 30.000000 0.289464
AGRID 15050 35.349216 30.000000 0.255228
AGRID 15051 33.442953 30.000000 0.181575
AGRID 15052 32.481790 30.000000 0.117338
AGRID 15053 32.051193 30.000000 0.065635
AGRID 15054 31.884000 30.000000 0.000000
AGRID 16001 0.000000 0.000000 0.000000
AGRID 16002 0.253696 0.000000 -0.099594
AGRID 16003 0.907077 0.000000 -0.178046
AGRID 16004 2.365530 0.000000 -0.275519
AGRID 16005 5.258064 0.000000 -0.387279
AGRID 16006 9.879925 0.000000 -0.439229
AGRID 16007 15.213201 0.000000 -0.315383
AGRID 16008 19.477145 0.000000 -0.122751
AGRID 16009 21.996000 0.000000 0.000000
AGRID 16010 8.294273 7.804171 0.000000
AGRID 16011 8.525466 7.804171 -0.090760
AGRID 16012 9.120892 7.804171 -0.162253
AGRID 16013 10.449981 7.804171 -0.251080
AGRID 16014 13.085947 7.804171 -0.352928
AGRID 16015 17.297849 7.804171 -0.400269
AGRID 16016 22.158064 7.804171 -0.287409
AGRID 16017 26.043797 7.804171 -0.111863
AGRID 16018 28.339230 7.804171 0.000000
AGRID 16019 15.262450 14.360604 0.000000
AGRID 16020 15.474738 14.360604 -0.083338
AGRID 16021 16.021475 14.360604 -0.148986
AGRID 16022 17.241882 14.360604 -0.230549
AGRID 16023 19.662301 14.360604 -0.324068
AGRID 16024 23.529789 14.360604 -0.367538
AGRID 16025 27.992577 14.360604 -0.263907
AGRID 16026 31.560567 14.360604 -0.102716
AGRID 16027 33.668299 14.360604 0.000000
AGRID 16028 21.296246 20.037868 0.000000
AGRID 16029 21.492164 20.037868 -0.076912
AGRID 16030 21.996742 20.037868 -0.137497
AGRID 16031 23.123040 20.037868 -0.212771
AGRID 16032 25.356816 20.037868 -0.299079
AGRID 16033 28.926073 20.037868 -0.339197
AGRID 16034 33.044725 20.037868 -0.243557
AGRID 16035 36.337580 20.037868 -0.094795
AGRID 16036 38.282779 20.037868 0.000000
AGRID 16037 26.734853 25.155112 0.000000

Main Index
 Appendix F: Aero Mesh Interface File Format 311
Sample AMI File

AGRID 16038 26.916016 25.155112 -0.071119

AGRID 16039 27.382592 25.155112 -0.127142
AGRID 16040 28.424065 25.155112 -0.196746
AGRID 16041 30.489607 25.155112 -0.276554
AGRID 16042 33.790053 25.155112 -0.313651
AGRID 16043 37.598515 25.155112 -0.225214
AGRID 16044 40.643375 25.155112 -0.087656
AGRID 16045 42.442075 25.155112 0.000000
AGRID 16046 31.884000 30.000000 0.000000
AGRID 16047 32.051193 30.000000 -0.065635
AGRID 16048 32.481790 30.000000 -0.117338
AGRID 16049 33.442953 30.000000 -0.181575
AGRID 16050 35.349216 30.000000 -0.255228
AGRID 16051 38.395156 30.000000 -0.289464
AGRID 16052 41.909939 30.000000 -0.207847
AGRID 16053 44.720002 30.000000 -0.080896
AGRID 16054 46.380000 30.000000 0.000000
AGRID 17001 46.380000 -30.000000 0.000000
AGRID 17002 44.720002 -30.000000 0.080896
AGRID 17003 41.909939 -30.000000 0.207847
AGRID 17004 38.395156 -30.000000 0.289464
AGRID 17005 35.349216 -30.000000 0.255228
AGRID 17006 33.442953 -30.000000 0.181575
AGRID 17007 32.481790 -30.000000 0.117338
AGRID 17008 32.051193 -30.000000 0.065635
AGRID 17009 31.884000 -30.000000 0.000000
AGRID 17010 42.442075 -25.155112 0.000000
AGRID 17011 40.643375 -25.155112 0.087656
AGRID 17012 37.598515 -25.155112 0.225214
AGRID 17013 33.790053 -25.155112 0.313651
AGRID 17014 30.489607 -25.155112 0.276554
AGRID 17015 28.424065 -25.155112 0.196746
AGRID 17016 27.382592 -25.155112 0.127142
AGRID 17017 26.916016 -25.155112 0.071119
AGRID 17018 26.734853 -25.155112 0.000000
AGRID 17019 38.282779 -20.037868 0.000000
AGRID 17020 36.337580 -20.037868 0.094795
AGRID 17021 33.044725 -20.037868 0.243557
AGRID 17022 28.926073 -20.037868 0.339197
AGRID 17023 25.356816 -20.037868 0.299079
AGRID 17024 23.123040 -20.037868 0.212771
AGRID 17025 21.996742 -20.037868 0.137497
AGRID 17026 21.492164 -20.037868 0.076912
AGRID 17027 21.296246 -20.037868 0.000000
AGRID 17028 33.668299 -14.360604 0.000000
AGRID 17029 31.560567 -14.360604 0.102716
AGRID 17030 27.992577 -14.360604 0.263907
AGRID 17031 23.529789 -14.360604 0.367538
AGRID 17032 19.662301 -14.360604 0.324068
AGRID 17033 17.241882 -14.360604 0.230549
AGRID 17034 16.021475 -14.360604 0.148986
AGRID 17035 15.474738 -14.360604 0.083338
AGRID 17036 15.262450 -14.360604 0.000000
AGRID 17037 28.339230 -7.804171 0.000000
AGRID 17038 26.043797 -7.804171 0.111863
AGRID 17039 22.158064 -7.804171 0.287409
AGRID 17040 17.297849 -7.804171 0.400269
AGRID 17041 13.085947 -7.804171 0.352928
AGRID 17042 10.449981 -7.804171 0.251080
AGRID 17043 9.120892 -7.804171 0.162253
AGRID 17044 8.525466 -7.804171 0.090760
AGRID 17045 8.294273 -7.804171 0.000000
AGRID 17046 21.996000 0.000000 0.000000
AGRID 17047 19.477145 0.000000 0.122751
AGRID 17048 15.213201 0.000000 0.315383
AGRID 17049 9.879925 0.000000 0.439229
AGRID 17050 5.258064 0.000000 0.387279
AGRID 17051 2.365530 0.000000 0.275519

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 312 MSC FlightLoads and Dynamics User’s Guide
Sample AMI File

AGRID 17052 0.907077 0.000000 0.178046

AGRID 17053 0.253696 0.000000 0.099594
AGRID 17054 0.000000 0.000000 0.000000
AGRID 18001 31.884000 -30.000000 0.000000
AGRID 18002 32.051193 -30.000000 -0.065635
AGRID 18003 32.481790 -30.000000 -0.117338
AGRID 18004 33.442953 -30.000000 -0.181575
AGRID 18005 35.349216 -30.000000 -0.255228
AGRID 18006 38.395156 -30.000000 -0.289464
AGRID 18007 41.909939 -30.000000 -0.207847
AGRID 18008 44.720002 -30.000000 -0.080896
AGRID 18009 46.380000 -30.000000 0.000000
AGRID 18010 26.734853 -25.155112 0.000000
AGRID 18011 26.916016 -25.155112 -0.071119
AGRID 18012 27.382592 -25.155112 -0.127142
AGRID 18013 28.424065 -25.155112 -0.196746
AGRID 18014 30.489607 -25.155112 -0.276554
AGRID 18015 33.790053 -25.155112 -0.313651
AGRID 18016 37.598515 -25.155112 -0.225214
AGRID 18017 40.643375 -25.155112 -0.087656
AGRID 18018 42.442075 -25.155112 0.000000
AGRID 18019 21.296246 -20.037868 0.000000
AGRID 18020 21.492164 -20.037868 -0.076912
AGRID 18021 21.996742 -20.037868 -0.137497
AGRID 18022 23.123040 -20.037868 -0.212771
AGRID 18023 25.356816 -20.037868 -0.299079
AGRID 18024 28.926073 -20.037868 -0.339197
AGRID 18025 33.044725 -20.037868 -0.243557
AGRID 18026 36.337580 -20.037868 -0.094795
AGRID 18027 38.282779 -20.037868 0.000000
AGRID 18028 15.262450 -14.360604 0.000000
AGRID 18029 15.474738 -14.360604 -0.083338
AGRID 18030 16.021475 -14.360604 -0.148986
AGRID 18031 17.241882 -14.360604 -0.230549
AGRID 18032 19.662301 -14.360604 -0.324068
AGRID 18033 23.529789 -14.360604 -0.367538
AGRID 18034 27.992577 -14.360604 -0.263907
AGRID 18035 31.560567 -14.360604 -0.102716
AGRID 18036 33.668299 -14.360604 0.000000
AGRID 18037 8.294273 -7.804171 0.000000
AGRID 18038 8.525466 -7.804171 -0.090760
AGRID 18039 9.120892 -7.804171 -0.162253
AGRID 18040 10.449981 -7.804171 -0.251080
AGRID 18041 13.085947 -7.804171 -0.352928
AGRID 18042 17.297849 -7.804171 -0.400269
AGRID 18043 22.158064 -7.804171 -0.287409
AGRID 18044 26.043797 -7.804171 -0.111863
AGRID 18045 28.339230 -7.804171 0.000000
AGRID 18046 0.000000 0.000000 0.000000
AGRID 18047 0.253696 0.000000 -0.099594
AGRID 18048 0.907077 0.000000 -0.178046
AGRID 18049 2.365530 0.000000 -0.275519
AGRID 18050 5.258064 0.000000 -0.387279
AGRID 18051 9.879925 0.000000 -0.439229
AGRID 18052 15.213201 0.000000 -0.315383
AGRID 18053 19.477145 0.000000 -0.122751
AGRID 18054 21.996000 0.000000 0.000000
#
# This EIDSTART will perserve the EIDs on import
#
EIDSTART 15001 1000
#
# Connectivity
#
AQUAD 15001 15001 15002 15011 15010 15001
AQUAD 15002 15010 15011 15020 15019 15001
AQUAD 15003 15019 15020 15029 15028 15001
AQUAD 15004 15028 15029 15038 15037 15001

Main Index
 Appendix F: Aero Mesh Interface File Format 313
Sample AMI File

AQUAD 15005 15037 15038 15047 15046 15001

AQUAD 15006 15002 15003 15012 15011 15001
AQUAD 15007 15011 15012 15021 15020 15001
AQUAD 15008 15020 15021 15030 15029 15001
AQUAD 15009 15029 15030 15039 15038 15001
AQUAD 15010 15038 15039 15048 15047 15001
AQUAD 15011 15003 15004 15013 15012 15001
AQUAD 15012 15012 15013 15022 15021 15001
AQUAD 15013 15021 15022 15031 15030 15001
AQUAD 15014 15030 15031 15040 15039 15001
AQUAD 15015 15039 15040 15049 15048 15001
AQUAD 15016 15004 15005 15014 15013 15001
AQUAD 15017 15013 15014 15023 15022 15001
AQUAD 15018 15022 15023 15032 15031 15001
AQUAD 15019 15031 15032 15041 15040 15001
AQUAD 15020 15040 15041 15050 15049 15001
AQUAD 15021 15005 15006 15015 15014 15001
AQUAD 15022 15014 15015 15024 15023 15001
AQUAD 15023 15023 15024 15033 15032 15001
AQUAD 15024 15032 15033 15042 15041 15001
AQUAD 15025 15041 15042 15051 15050 15001
AQUAD 15026 15006 15007 15016 15015 15001
AQUAD 15027 15015 15016 15025 15024 15001
AQUAD 15028 15024 15025 15034 15033 15001
AQUAD 15029 15033 15034 15043 15042 15001
AQUAD 15030 15042 15043 15052 15051 15001
AQUAD 15031 15007 15008 15017 15016 15001
AQUAD 15032 15016 15017 15026 15025 15001
AQUAD 15033 15025 15026 15035 15034 15001
AQUAD 15034 15034 15035 15044 15043 15001
AQUAD 15035 15043 15044 15053 15052 15001
AQUAD 15036 15008 15009 15018 15017 15001
AQUAD 15037 15017 15018 15027 15026 15001
AQUAD 15038 15026 15027 15036 15035 15001
AQUAD 15039 15035 15036 15045 15044 15001
AQUAD 15040 15044 15045 15054 15053 15001
AQUAD 16001 16001 16002 16011 16010 16001
AQUAD 16002 16010 16011 16020 16019 16001
AQUAD 16003 16019 16020 16029 16028 16001
AQUAD 16004 16028 16029 16038 16037 16001
AQUAD 16005 16037 16038 16047 16046 16001
AQUAD 16006 16002 16003 16012 16011 16001
AQUAD 16007 16011 16012 16021 16020 16001
AQUAD 16008 16020 16021 16030 16029 16001
AQUAD 16009 16029 16030 16039 16038 16001
AQUAD 16010 16038 16039 16048 16047 16001
AQUAD 16011 16003 16004 16013 16012 16001
AQUAD 16012 16012 16013 16022 16021 16001
AQUAD 16013 16021 16022 16031 16030 16001
AQUAD 16014 16030 16031 16040 16039 16001
AQUAD 16015 16039 16040 16049 16048 16001
AQUAD 16016 16004 16005 16014 16013 16001
AQUAD 16017 16013 16014 16023 16022 16001
AQUAD 16018 16022 16023 16032 16031 16001
AQUAD 16019 16031 16032 16041 16040 16001
AQUAD 16020 16040 16041 16050 16049 16001
AQUAD 16021 16005 16006 16015 16014 16001
AQUAD 16022 16014 16015 16024 16023 16001
AQUAD 16023 16023 16024 16033 16032 16001
AQUAD 16024 16032 16033 16042 16041 16001
AQUAD 16025 16041 16042 16051 16050 16001
AQUAD 16026 16006 16007 16016 16015 16001
AQUAD 16027 16015 16016 16025 16024 16001
AQUAD 16028 16024 16025 16034 16033 16001
AQUAD 16029 16033 16034 16043 16042 16001
AQUAD 16030 16042 16043 16052 16051 16001
AQUAD 16031 16007 16008 16017 16016 16001
AQUAD 16032 16016 16017 16026 16025 16001

Main Index
 314 MSC FlightLoads and Dynamics User’s Guide
Sample AMI File

AQUAD 16033 16025 16026 16035 16034 16001

AQUAD 16034 16034 16035 16044 16043 16001
AQUAD 16035 16043 16044 16053 16052 16001
AQUAD 16036 16008 16009 16018 16017 16001
AQUAD 16037 16017 16018 16027 16026 16001
AQUAD 16038 16026 16027 16036 16035 16001
AQUAD 16039 16035 16036 16045 16044 16001
AQUAD 16040 16044 16045 16054 16053 16001
AQUAD 17001 17001 17002 17011 17010 17001
AQUAD 17002 17010 17011 17020 17019 17001
AQUAD 17003 17019 17020 17029 17028 17001
AQUAD 17004 17028 17029 17038 17037 17001
AQUAD 17005 17037 17038 17047 17046 17001
AQUAD 17006 17002 17003 17012 17011 17001
AQUAD 17007 17011 17012 17021 17020 17001
AQUAD 17008 17020 17021 17030 17029 17001
AQUAD 17009 17029 17030 17039 17038 17001
AQUAD 17010 17038 17039 17048 17047 17001
AQUAD 17011 17003 17004 17013 17012 17001
AQUAD 17012 17012 17013 17022 17021 17001
AQUAD 17013 17021 17022 17031 17030 17001
AQUAD 17014 17030 17031 17040 17039 17001
AQUAD 17015 17039 17040 17049 17048 17001
AQUAD 17016 17004 17005 17014 17013 17001
AQUAD 17017 17013 17014 17023 17022 17001
AQUAD 17018 17022 17023 17032 17031 17001
AQUAD 17019 17031 17032 17041 17040 17001
AQUAD 17020 17040 17041 17050 17049 17001
AQUAD 17021 17005 17006 17015 17014 17001
AQUAD 17022 17014 17015 17024 17023 17001
AQUAD 17023 17023 17024 17033 17032 17001
AQUAD 17024 17032 17033 17042 17041 17001
AQUAD 17025 17041 17042 17051 17050 17001
AQUAD 17026 17006 17007 17016 17015 17001
AQUAD 17027 17015 17016 17025 17024 17001
AQUAD 17028 17024 17025 17034 17033 17001
AQUAD 17029 17033 17034 17043 17042 17001
AQUAD 17030 17042 17043 17052 17051 17001
AQUAD 17031 17007 17008 17017 17016 17001
AQUAD 17032 17016 17017 17026 17025 17001
AQUAD 17033 17025 17026 17035 17034 17001
AQUAD 17034 17034 17035 17044 17043 17001
AQUAD 17035 17043 17044 17053 17052 17001
AQUAD 17036 17008 17009 17018 17017 17001
AQUAD 17037 17017 17018 17027 17026 17001
AQUAD 17038 17026 17027 17036 17035 17001
AQUAD 17039 17035 17036 17045 17044 17001
AQUAD 17040 17044 17045 17054 17053 17001
AQUAD 18001 18001 18002 18011 18010 18001
AQUAD 18002 18010 18011 18020 18019 18001
AQUAD 18003 18019 18020 18029 18028 18001
AQUAD 18004 18028 18029 18038 18037 18001
AQUAD 18005 18037 18038 18047 18046 18001
AQUAD 18006 18002 18003 18012 18011 18001
AQUAD 18007 18011 18012 18021 18020 18001
AQUAD 18008 18020 18021 18030 18029 18001
AQUAD 18009 18029 18030 18039 18038 18001
AQUAD 18010 18038 18039 18048 18047 18001
AQUAD 18011 18003 18004 18013 18012 18001
AQUAD 18012 18012 18013 18022 18021 18001
AQUAD 18013 18021 18022 18031 18030 18001
AQUAD 18014 18030 18031 18040 18039 18001
AQUAD 18015 18039 18040 18049 18048 18001
AQUAD 18016 18004 18005 18014 18013 18001
AQUAD 18017 18013 18014 18023 18022 18001
AQUAD 18018 18022 18023 18032 18031 18001
AQUAD 18019 18031 18032 18041 18040 18001
AQUAD 18020 18040 18041 18050 18049 18001

Main Index
 Appendix F: Aero Mesh Interface File Format 315
Sample AMI File

AQUAD 18021 18005 18006 18015 18014 18001

AQUAD 18022 18014 18015 18024 18023 18001
AQUAD 18023 18023 18024 18033 18032 18001
AQUAD 18024 18032 18033 18042 18041 18001
AQUAD 18025 18041 18042 18051 18050 18001
AQUAD 18026 18006 18007 18016 18015 18001
AQUAD 18027 18015 18016 18025 18024 18001
AQUAD 18028 18024 18025 18034 18033 18001
AQUAD 18029 18033 18034 18043 18042 18001
AQUAD 18030 18042 18043 18052 18051 18001
AQUAD 18031 18007 18008 18017 18016 18001
AQUAD 18032 18016 18017 18026 18025 18001
AQUAD 18033 18025 18026 18035 18034 18001
AQUAD 18034 18034 18035 18044 18043 18001
AQUAD 18035 18043 18044 18053 18052 18001
AQUAD 18036 18008 18009 18018 18017 18001
AQUAD 18037 18017 18018 18027 18026 18001
AQUAD 18038 18026 18027 18036 18035 18001
AQUAD 18039 18035 18036 18045 18044 18001
AQUAD 18040 18044 18045 18054 18053 18001

Main Index
 316 MSC FlightLoads and Dynamics User’s Guide
Sample AMI File

Main Index
 References
MSC Nastran Implicit Nonlinear (SOL 600) User’s GuideMSC FlightLoads and Dynamics
User’s Guide

1 References

 References 318

Main Index
 318 MSC FlightLoads and Dynamics User’s Guide
References

References
1. Albano, E., and Rodden, W. P. (1969). A Doublet-Lattice Method for Calculating Lift Distributions
on Oscillating Surfaces in Subsonic Flows. AIAA J., Vol. 7, pp. 279-285, p. 2192.
2. Appa, Kari, Finite-Surface Spline, Journal of Aircraft, Vol. 26, No. 5, May 1989. pp.495-496
3. Chen, P. C., and Liu, D. D. (1985). A Harmonic Gradient Method for Unsteady Supersonic Flow
Calculations. J. Aircraft, Vol. 22, pp. 371-379.
4. Giesing, J. P., Kalman, T. P., and Rodden, W. P. (1971). Subsonic Unsteady Aerodynamics for
General Configurations; Part I, Vol. I - Direct Application of the Nonplanar Doublet-Lattice
Method. Air Force Flight Dynamics Laboratory Report No. AFFDL-TR-71-5, Part I, Vol. I.
5. Giesing, J. P., Kalman, T., and Rodden, W. P. (1972a). Subsonic Unsteady Aerodynamics for
General Configurations, Part II, Volume I - Application of the Doublet-Lattice-Method and the
Method of Images to Lifting-Surface/Body Interference. Air Force Flight Dynamics Laboratory
Report No. AFFDL-TR-71-5, Part II, Vol. I.
6. Giesing, J. P., Kalman, T. P., and Rodden, W. P. (1972b). Subsonic Unsteady Aerodynamics for
General Configurations; Part II, Volume II - Computer Program N5KA. Air Force Flight Dynamics
Laboratory Report No. AFFDL-TR-71-5, Part II, Vol. II.
7. Giesing, J. P., Kalman, T. P., and Rodden, W. P. (1972c). Subsonic Steady and Oscillatory
Aerodynamics for Multiple Interfering Wings and Bodies. J. Aircraft, Vol. 9, pp. 693-702.
8. Hough, G.R., “Remarks on Vortex-Lattice Methods”, J. Aircraft, Vol. 10, No. 5, 1973, pp. 314-317.
9. Hough, G.R., “Lattice Arrangement for Rapid Convergence”, Vortex-Lattice Utilization, NASA SP-
405, May 17-18, 1976, pp. 325-342.
10. Liu, D. D., James, D. K., Chen, P. C., and Pototzky, A. S. (1991). Further Studies of Harmonic
Gradient Method for Supersonic Aeroelastic Applications. J. Aircraft, Vol. 28, pp. 598-605.
11. Rodden, W. P., Giesing, J. P., and Kalman, T. P. (1972). Refinement of the Nonplanar Aspects of
the Subsonic Doublet-Lattice Lifting Surface Method. J. Aircraft, Vol. 9, pp. 69-73.
12. Rodden, W.P., and Johnson, E. H., (1994). MSC/NASTRAN Aeroelastic Analysis User’s Guide. The
MacNeal-Schwendler Corporation.
13. Rodden, W. P., and Revell, J. D. (1962). The Status of Unsteady Aerodynamic Influence
Coefficients. Institute of the Aeronautical Sciences, Fairchild Fund Paper No. FF-33.
14. Rubbert, P. E., “Theoretical Characteristics of Arbitrary Wings by a Non-Planar Vortex Lattice
Method,” D6-9244, 1964, The Boeing Co., Renton, WA.
15. Anon, “MSC.Nastran Quick Reference Guide 2001”, MSC Software Corporation, 2001.

Main Index
 MSC.Fatigue Quick Start Guide

Index
MSC FlightLoads and Dynamics User’s Guide

A Attach Aero, 187

Access Loads Data, 185 Attach XDB, 185
Additional Body Data, 53
Index aero group, 17 B
Aero Groups Forms, 19, 22 basic aerodynamic coordinate frame, 17
Aero Model Subforms, 141 Basic Output Requests, 160
aero modeling options, 17 bodies, 240
aerodnynamic modeling mesh control, 51
introduction, 16 Y body, 47
aerodynamic Z body, 47
elements, 240 ZY body, 47
extra points, 242 Body Forms, 27, 47
Aerodynamic and Aeroelastic Databases, 273, 274 boxes, 240
aerodynamic database, 150 Bulk Data Include File, 179
aerodynamic influence coefficient, 242
Aerodynamic Modeling
Introduction, 16
C
Chen, 243
aerodynamic modeling
Control Devices
aero modeling options, 16
Overview, 64
control devices, 16
control devices, 64
flat plate aero modeling, 16
control surface, 65
model management, 16
Create Body Forms, 47
aerodynamic modeling guidelines, 244
Create Control Surface Forms, 66
aerodynamic theories, 241
Create Lifting Surface Forms, 28
aeroelastic database, 150
Create/Beam (General, Displacement, or Force) Aero
Aeroelastic Model, 139
Body, 122
Aeroelastic Model Form, 141
Create/Beam (General, Displacement, or Force) Aero
aeroelastic module, 114
Surface, 123
aeroelastic model, 114
Create/Beam Subforms, 124
aero-structure coupling, 114
Create/Body Subforms, 50
analysis, 114
Create/Body/2 Points, 48
Aeroelastic Solutions, 284
Create/Body/Existing Curve, 47
Aeroelasticity, 87, 113
Create/Body/Point-Body, 49
overview, 115
Create/Control Surface Subforms, 67
Aero-Structure Coupling, 116
Create/Control Surface/Lifting Surface, 66
aero-structure coupling, 114
Create/Lifting Surface Subforms, 32
Albano, 242, 318
Create/Lifting Surface/2 Curve/Edge, 30
analysis, 146
Create/Lifting Surface/2 Points/Chord, 31
architecture and capabilities, 2
Create/Lifting Surface/4 Points, 29

Main Index
 320 MSC FlightLoads and Dynamics User’s Guide

Create/Lifting Surface/Existing Surface, 28 flexible trim, 148

Create/Region, 193 Fringe Attributes, 46
Create/Region Chain, 200
Create/SuperGroup/Flat Plate, 19 G
Create/Surface (General, Displacement, or Force), 117 Giesing, 242, 243, 249, 251
Create/Surface Subforms, 118 global data, 144
graphical user interface, 11
D working with FLDS forms, 12
Definitions for Spline Methods, 116 working with subforms, 12
Definitions for the Flat Plate Aero Modeling Objects, 25 Guidelines, 263
Delete Any, Surface or Beam, 127
Delete/Any, 60 H
Delete/Body, 56 Hinge Line, Reference Chord Length, and Reference Area,
Delete/Control Surface, 75 71
Delete/Region, 199 HP and HP0 Matrices, 296
Delete/Region Chain, 200
Delete/SuperGroup/Flat Plate, 20
Detach XDB/Aero, 188 I
direct text input, 163, 180 Import, 222
DIstributed Force Increments from Unit Solutions, 292 Infinite Plate Spline and the Linear Spline, 256
doublet lattice, 11 Inputs, 278
doublet lattice method, 25 Inputs and Outputs, 278
doublet-lattice, 240 integration matrix, 242
doublet-lattice method, 242, 243 Integration of MSC.Nastran and MSC.Patran, 3
doublet-lattice subsonic lifting surface theory, 242 interference bodies, 246
downwash, 241 interference body, 248
downwash point, 241 interference elements, 244
DZ, 264 interference groups, 246
Introduction, 88, 114
invoking MSC.FlightLoads and Dynamics
E aero modeling, 11
existing jobs, 174
Export, 216, 217, 219
Export - Output File Name Subform, 218 J
external loads, 148 James, 243
jet engine, 251
job parameters, 175
F j-set, 241
FEM rigid body DOFs, 159
Flat Plate Aero Modeling
Overview, 25 K
flat plate aero modeling, 24 Kalman, 242, 243, 249, 251
lifting surface, 25
Y body, 26
Z body, 26
ZY body, 26
flexible increments, 148

Main Index
 INDEX 321

L Optional Data Subform, 121, 126

lifting surface orphan group, 18
associated bodies, 36 Orphan Groups Forms, 19, 23
attributes, 40
interference group ID, 36 P
local coordinate system, 36 Panel Aerodyamics
mesh control, 33 Introduction, 240
numbering, 36 Panel Aerodynamics, 239
Lifting Surface Forms, 26, 27 panel methods, 240
Lifting Surface Methods, 27 Plot Load Summation, 213
limits/hinge moment and position, 71 Plot Running Loads, 202
Liu, 243 Plot Running Loads - MSC.Patran Load Cases, 202
Loads Browser Plot Running Loads - Plot Options, 210
Introduction, 184 Plot Running Loads - Results, 209
Loads Tools, 190 Plot/LBCs/Load Summation, 213
potential theory, 245
M Pototsky, 243
Model Management prerequisites
Overview, 18 experience, 8
model management, 17 software, 8
Model Management Forms, 19 structural model, 8
model parameters, 143 Pressure and Forces on the Aerodynamic Elements, 298
Modify, Delete, and Show Body Forms, 54 Printed Output, 292
Modify, Delete, and Show Lifting Surface Forms, 37
Modify/Any, 61 R
Modify/Beam (General, Displacement, or Force), 129 Rebuild/Aero Groups/Flat Plate, 22
Modify/Body and Modify/Any, 54 Recovery of Unit Solutions to the a-set and to the k-set,
Modify/Control Surface, 75 290
Modify/Lifting Surface, 38 Restrained Analysis (Displacements Relative to Equation
Modify/Region, 197 ), 284
Modify/Region Chain, 200 Restrained Stability Derivatives from the Unit Solutions,
Modify/SuperGroup/Flat Plate, 20 286
Modify/Surface (General, Displacement, or Force), 128 Revell, 241
MSC.Nastran Aerodynamic Elements, 245 rigid trim, 148
MSC.Nastran Input File Rodden, 241, 242, 243, 249, 251, 318
Introduction, 302
MSC.Nastran Preference, 9
S
Select Aero Model, 141
N Select File, 226
Non-dimensional Option, 45 Select Groups Subform, 119
Numbering Options, 178 Select Structural Model, 142
Select Surface, 125
O Select Surfaces Subform, 120
oduction, 222 Set Current/SuperGroup/Flat Plate, 21

Main Index
 322 MSC FlightLoads and Dynamics User’s Guide

Show Attribute Information, 79, 132 translation parameters, 176

Show Splines, 130 Trim Parameter Use Subform, 157
Show Surface or Beam/Attributes, 130 trim parameters, 155
Show/Body/Attributes and Mesh, 57 vehicle rigid body motion, 157
Show/Body/Interference, 59 Trim Results and Control Surface Limits, 297
Show/Control Surface/Attributes, 78 Two Dimensional Finite Plate Spline, 260
Show/Lifting Surface/Boxes/Wave, 43
Show/Orphan Groups/Flat Plate, 23 U
Show/SuperGroup/Flat Plate, 21 Unrestrained Analysis and Stability Derivatives
Slender and Interference Bodies, 248 (Displacements Relative to Mean Axis), 287
slender body, 248
slender body elements, 244
slender body theory, 243 V
Spanwise Convergence Criteria, 247 Verify/Displacement/Plot, 132
Spline Metrics, 267 vortex lattice method, 242
SPLINE2, 264
SPLINE3, 264 X
Splines XDB Output, 270
Introduction, 254
splines, 115 Z
beam spline attachment flexibilities, 126 Z Body, Y Body and ZY Body, 47
displacement, 116 Zona Technology, Inc., 243
Finite Plate spline, 117 ZONA51, 11, 25, 240, 243
force, 116 ZONA51 supersonic lifting surface theory, 243
general, 116
Harder-Demaris spline, 117
Thin Plate splines, 117
Spring Attachments and Interpolation Smoothing, 263
Stability Derivatives and Hinge Moment Coefficients, 293
Static Aeroelastic Analysis
Introduction, 282
static aeroelasticity, 147
flexible increments, 148
flexible trim, 148
rigid trim, 148
Subcase Create-Flexible Trim, Rigid Trim, Flexible
Increments, 152, 153, 154
subcase select, 173
subsonic wing-body interference theory, 243
substantial differentiation matrix, 241
SuperGroup Forms, 19

T
target database, 149
Theoretical Development, 256
Thin Plate Spline, 256

Main Index