**Author details**

**5. Conclusions**

*Aerodynamics*

The flutter phenomenon of AGARD 445.6 wing was determined by (a) a modal

• Experimental results were in good agreement with numerical results within a

• During aeroelasticity phenomenon, deformation of the wing tip was maximum while it was minimum at the wing root. The tendency of normal stress was in contrast with deformation. The minimum normal stress was observed at the wing tip, while the maximum normal stress was observed at the wing root;

• Geometry of wing (3D shape, airfoil) had a significantly contribution to the

For further research of aeroelasticity in the future, both experimental and

A part of this work was supported by the Ministry of Science and Technology in Vietnam through the bilateral and multilateral research project HNQT/SPĐP/12.19.

deformation of wing when aeroelasticity phenomenon occurred.

numerical researches at low and high speed should be performed.

w structural displacement at any time instant and position

approach for a structural response; (b) an aerodynamic damping coefficient to predict the appearance of flutter phenomenon; (c) a strongly coupled FSI method to predict the aeroelastic response for subsonic and transonic flutter characteristics; (d) an experiment method to predict the aeroelastic response for subsonic flutter characteristics with wing structure; (e) and an IBM method to improve the inter-

face between the fluid and solid of aircraft wing.

relative error less than 10%.

**Acknowledgements**

**Appendices and nomenclature**

[C] damping matrice [K] stiffness matrices

n number of period

Re Reynolds number Uc displacement velocity ω<sup>p</sup> angular velocity

M Mach number u fluid velocity vector p fluid pressure

Xi i

**74**

q generalized displacement vector [M] generalized mass matrice

ϕ normal modes of the structure

th peak of vibration

f force that affected on wing

ζ aerodynamic damping coefficient

F generalized force vector

N total number of modes of the structure

In brief, the major results could be summarized as follows:

Hoang Thi Kim Dung<sup>1</sup> \* and Nguyen Phu Khanh<sup>2</sup>

1 School of Transportation Engineering, Hanoi University of Science and Technology, Hanoi, Vietnam

2 Faculty of Vehicle and Energy Engineering, Phenikaa University, Hanoi, Vietnam

\*Address all correspondence to: dung.hoangthikim@hust.edu.vn

© 2020 The Author(s). Licensee IntechOpen. This chapter is distributed under the terms of the Creative Commons Attribution License (http://creativecommons.org/licenses/ by/3.0), which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.
