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LCO at elevated angles of attack. 73-75 Cunningham's work establishes the foundation that LCO is
predominantly an aerodynamic phenomenon. 76
Other CFD
Melville examines F-16 flutter and LCO cases using a time-domain CFD approach. 77,78 His
primary goal is to show the feasibility of using CFD for LCO prediction. He only performs short-
duration time-domain solutions, which prove to be impractical for the large number of external
store configuration runs that must be analyzed. Farhat also examines the F-16 using CFD but
only considers store configurations that do not exhibit significant dynamic aeroelastic
sensitivities. 79 No LCO results are reported in his work. Dowell concludes that the principal
aerodynamic nonlinearity for LCO is flow separation, and in order to adequately model flow
separation, the aerodynamic CFD model must include some representation of the viscous
boundary layer, such as the RANS (Reynolds Averaged Navier-Stokes) model. 27
Tang 80 investigates the effect of nonlinear aerodynamics on transonic LCO characteristics
of a two-dimensional supercritical wing with the NLR 7301 section using a CFD time-marching
method. He concludes that the presentation of the viscous effects, including turbulence
modeling, plays an important role on the accurate prediction of shock and LCO; and a small
initial perturbation appears to produce large amplitude LCO at small mean pitch angle and
plunge while a large amplitude initial perturbation produces small (or negligible) amplitude LCO
at larger mean values.
Bendiksen 81 explores the mechanisms responsible for limiting the energy flow from the
fluid to the structure theoretically and by performing Euler-based calculations. He concludes that
in order to predict LCO it is necessary for a computational code to model the energy exchange
between the fluid and the structure correctly and with sufficient spatial and temporal accuracy.
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