Design and Stress Analysis of Aircraft Structure

DESIGN AND STRESS ANALYSIS OF AIRCRAFT STRUCTURE
ESA 421
PREPARED BY
KUGAN MADIWANA
(Matric ID: 115899)
UNDER SUPERVISION OF
DR. ABDUL HALIM KADARMAN
SUBMITTED IN PARTIAL OF FULFILLMENT OF THE REQUIREMENT IN

BACHELOR OF ENGINEERING
AEROSPACE ENGINEERING
DECEMBER 2015
ESA 421 AEROSPACE STRUCTURAL DESIGN

CONTENTS
1
AIRCRAFT SPECIFICATION ................................................................................................... 1
WING STRUCTURE ................................................................................................................... 2
2.1
WING CONSTRUCTION ...................................................................................................... 4
2.2
WING LOADING, SHEAR FORCE & BENDING MOMENT ............................................ 4
V-N DIAGRAM ............................................................................................................................ 5

MANEUVER ENVELOPE & V-n DIAGRAM ..................................................................... 5
3.1
4
STRESS ANALYSIS .................................................................................................................... 6

4.1
LIFT DISTRIBUTION ........................................................................................................... 6
4.2
WING WEIGHT DISTRIBUTION ........................................................................................ 8
4.3
FUEL LOAD .......................................................................................................................... 8
4.4
NET WING LOADING .......................................................................................................... 9
4.5
SHEAR FORCE DIAGRAM................................................................................................ 10
4.6
BENDING MOMENT DIAGRAM ...................................................................................... 11
4.7
TORSIONAL MOMENT ..................................................................................................... 12
4.7.1
CENTER OF PRESSURE ............................................................................................ 13
4.7.2
CENTER OF GRAVITY .............................................................................................. 13
4.7.3
TORSIONAL MOMENT DIAGRAM ......................................................................... 13
4.8
IDEALIZATION OF WING CROSS SECTION .............................................................. 14
4.9
NORMAL STRESS .............................................................................................................. 15
4.9.1
TENSILE ZONE FAILURE ULTIMATE STRENGTH ........................................... 15
4.9.2
COMPRESSIVE ZONE FAILURE BUCKLING ..................................................... 16
4.10
SHEAR STRESS .................................................................................................................. 17
4.10.1
TENSILE ZONE FAILURE ULTIMATE STRENGTH ........................................... 17
4.10.2
COMPRESSIVE ZONE FAILURE BUCKLING ..................................................... 18
REFERENCES .................................................................................................................................... 20
APPENDICES ..................................................................................................................................... 21
APPENDIX A EXCEL DATA ...................................................................................................... 21
APPENDIX A.1 LIFT DISTRIBUTION....................................................................................... 21
APPENDIX A.2 WING WEIGHT DISTRIBUTION ................................................................... 22
APPENDIX A.3 FUEL WEIGHT DISTRIBUTION .................................................................... 23
i

APPENDIX A.4 NET WING LOADING ..................................................................................... 24
APPENDIX A.5 SHEAR FORCE ................................................................................................. 25
APPENDIX A.6 BENDING MOMENT ....................................................................................... 26
APPENDIX A.7 TORSIONAL MOMENT................................................................................... 27
APPENDIX A.9 SHEAR STRESS................................................................................................ 30
ii

AIRCRAFT SPECIFICATION
SPECIFICATIONS
1959 MODEL CESSNA 150
WING SPAN
10 m
HEIGHT (Tip of rudder)
2.59 m
WING AREA
15 m2
LENGTH
7.29 m
DESIGN GROSS WEIGHT (LSA limit)
509 kg
USEFUL LOAD (LSA)

WING LOADING (LSA)
5292.86 Nm-2
DESIGN LOAD FACTOR (ultimate)
3.7
FUEL CAPACITY (std., dual wing tanks)
83.25 L
PERFORMANCE
TAKE OFF ROLL
422 m
LANDING ROLL
328 m
MAX. CRUISE, SEA LEVEL
202 kmh-1
STALL, FLAPS DOWN
78 kmh-1
RATE OF CLIMB
3.4 ms-1
SERVICE CEILING
4300 m
RANGE (std. no reserve)
778
Table 1 STOL CESSNA 150 Aircraft Specifications

WING STRUCTURE
Figure 1 Wing Structure Assembly

Figure 2 Wing Skin Assembly

2.1 WING CONSTRUCTION

The wing structure consists of two long I beam web with six ribs and it is strengthen
with upper and lower spar caps. Spar web doublers are used at the root of the wing to increase
the connection strength between the wing and the fuselage. The function of spar is to transmit
bending and torsional load. The spar has to be strong enough in order to work as it functions;
as a result, thicker material is used on spar. The wing is reinforced with skin to support shear
stress and axial bending load. The ribs consist of nose ribs and rear ribs and it acts to maintain
the airfoil shape of the wing. It also increases the skin buckling strength by reducing the load
to smaller sections. Other than that, the ribs carry the bending moment of the spar in spanwise
direction. The direction of load will go from wing skin to wing rib and finally spar.
CESSNA 150 is a small aircraft that only carry two passengers, so the structure of the
aircraft is also not as strong as the big aircraft. For example, the big commercial airliner will
have stronger and more complex structure. It will have stringers to strengthen the structure of
the wings. CESSNA 150 does not have any stringers and its support structure is only depends
on the spar and ribs. The strength also the depends on the wing and the rivets that connect the
skin to the skeleton. The rivets even though small is very crucial to spread n reduce and transfer
the shear stress to the wing skeleton.
2.2 WING LOADING, SHEAR FORCE & BENDING MOMENT

A wing produces lift because of unequal pressures on its top and bottom surfaces. This
creates a shear force and a bending moment, both of which are at their highest values at the
point where the wing meets the fuselage. The structure at this point needs to be very strong, to
resist the loads and moments, but also quite stiff, and to reduce wing bending. The wing will
be quite thick at this point, to give the maximum stiffness with minimum weight. An advantage
of wing-mounted engines is that their weight is close to the area in which the lift is produced.
This reduces the total fuselage weight, reducing the shear force and bending moment at the
wing root. A correct position of the fuel-load also results in a smaller moment at the wing root.
Fuel load close to the tips reduces this moment. Therefore, the order in which the tanks
are emptied is from the root to the tip. The tailplane, rudder and ailerons also create lift, causing
a torsion in the fuselage. Since the fuselage is cylindrical, it can withstand torsion very
effectively. In addition, the landing gear can generate side loads causing torsion of the fuselage.
However, the main force caused by the landing gear is an upward shock during landing. For
this, shock absorbers are present, absorbing the landing energy and thus reducing the force
done on the structure. The extra work generated during a hard landing results in a very large
increase in the force on the structure. This is why the absorbers are designed with a safety
margin by taking into account a vertical speed 1.5 times higher than the maximum vertical
speed during landing.

V-N DIAGRAM
V-n diagram represent the flight envelope of a certain aircraft. It is used to refer to the
boundaries of the aircraft loading and flight conditions within which operation of the aircraft
is satisfactory, and beyond which some aspect becomes unacceptable. The load factor is
defined as the ratio between the total external normal forces on the aircraft and its weight. It is
an important parameter in determining the flight envelope of the aircraft. Based on the
specification of CESSNA 150:
Diving Speed, VD = 303 km/h

Cruise Speed, VC = 202 km/h
Ultimate Load Factor = 3.7 g
Clmax = +1.2311/0.8938
m = 509 kg
S = 15 m2
b = 10 m
3.1 MANEUVER ENVELOPE & V-n DIAGRAM

The cruise speed of the aircraft:
VC = 202 km/h = 56.11 m/s
The dive speed of the aircraft:
VD = 1.5VC = 303
km
= 84.17 m/s
h
The stall speed at n = +1/1:

Vstall =
2mg
SClmax
when n = +1
Vstall = 24.00 m/s
And when n = 1
(Same because of symmetrical airfoil)

Vstall = 24.00 m/s

V-n Diagram
4.00
3.50
3.00
L
o
a
d
2.50
2.00
1.50
F 1.00
a
0.50
c
t 0.00
o
0.00
-0.50
r
10.00
20.00
30.00
40.00
50.00
60.00
70.00
80.00
90.00
-1.00
-1.50
-2.00
Velocity, m/s
Figure 3 V-n Diagram
STRESS ANALYSIS
4.1 LIFT DISTRIBUTION

The Schrenks method relies on the fact that the distribution of lift across the span of an
unswept wing does not differ much from elliptic, even for a highly non-elliptic planform. The
process required is therefore to create an elliptic planform over a wingspan, and then modify it
by considering the wing chord variation along the wing. The method states that the resultant
load distribution is arithmetic mean of:
A load distribution representing the actual planform shape
An elliptical distribution of the same span and area
The semi-span wing area = area of quadrant = S/2
Area of ellipse:
a=
4S
b

Equation of ellipse:
cy 2
y2
+
=1
(b/2)2 (a)2
cy =
4S
2y
1 ( )2
b
b
The elliptical lift distribution for wing can be representing by this equation:
=
( )
The taper lift distribution for trapezoidal/ taper wing can be representing by this equation:
Taper ratio = = ct /cr
Area = S/2 = [(cr + ct )/2] (b/2) = b (1 + ) cr /4
Hence,
cr = 2S/[(1 + )b]
cy = cr [1 + (
2y
)[( 1)]
b
Therefore,
=
[ + ( ) ( )]
( + )
Wing Lift Distribution

Wy, Elliptical
7000.000
Wy, Trapezoidal
Shrenk's Approximation
6000.000
Lift Distribution (N/m)
5000.000
4000.000
3000.000
2000.000
1000.000
5
4.75
4.5
4.25
3.75
3.5
3.25
2.75
2.5
2.25
1.75
1.5
1.25
0.75
0.5
0.25
0.000
Half Span Position,y (m)
Figure 4 Lift distribution across the half span

4.2 WING WEIGHT DISTRIBUTION

Wing load is mostly carried by the weight of the wing itself that made up of the wing
structure and load due to fuel. The weight of the wing is calculated by using the assumption
used in Aircraft Performance and Design book by John D. Anderson, which stated that the
weight of the wing is equal to the product of wing planform area (in ft 2 ) with constant of 2.5
= .
Wing Loading Approximation

Structure
2000.000
1800.000
Distributed Load, N/m
1600.000
1400.000
1200.000
1000.000
800.000
600.000
400.000
200.000
0.000
0 0.250.50.75 1 1.251.51.75 2 2.252.52.75 3 3.253.53.75 4 4.254.54.75 5 5.25
Half Span Location,m
Figure 5 Wing weight distribution across half span
4.3 FUEL LOAD

Fuel tank capacity for the aircraft is 83.25 L which located at both side of the wing with
each wing carry 41.625 L of the fuel. The type of fuel used is Aviation Gasoline (AvGas) as it
is a common aviation used to powet spark-ignite piston engine aircraft. AvGas 100LL is chose
as it has low lead.
Density of AvGas 100LL = 721 kg/m3

Weight of fuel = 721 0.041526 9.81 = 294.41 N

Wing Loading Approximation

Fuel
2000.000
1800.000
1600.000
1400.000
1200.000
1000.000
800.000
600.000
400.000
200.000
0.000
0 0.250.50.75 1 1.251.51.75 2 2.252.52.75 3 3.253.53.75 4 4.254.54.75 5 5.25
Figure 6 Fuel weight distribution across the half span.
4.4 NET WING LOADING

Net wing loading is calculated by summing up the loads that acts on the wing which are;
Lift load (Schrenks Approximation)

Wing Weight
Fuel Weight
= + . + .

Overall Wing Loading

Net Loading
6000.000
Wing Structure
Fuel
Shrenk Approximation
5000.000
4000.000
3000.000
2000.000
1000.000
0.000
0
Figure 7 Net wing loading across half span.
4.5 SHEAR FORCE DIAGRAM
The shear force is calculated by the integration of overall lift along the spanwise of the
wing. The sectional shear force can be calculated by using trapezoidal rule. This rule is used to
integrate the non-uniform distribution of overall lift.
1
Shear Force, N = (Overall Lift n + Overall Lift n1 )(yn yn1 )
2
Overall shear is obtained by doing summation of shear at each point on the wing:
= +
10

Shear Force
Half Wing's Weight
0
0
Shear Force of Wing, N
-2000
-4000
-6000
-8000
-10000
-12000
-14000
Figure 8 Shear force diagram across half span.
4.6 BENDING MOMENT DIAGRAM

From the calculation of shear force, we can determine the bending moment act on the
wing by integrating the shear force curve. Similar to the method used to find integration of
lift, we used trapezoidal rule to determine bending moment for each point on the wing.
1
Bending Moment, Nm = (Shear forcen + Shear Forcen1 )(yn yn1 )
2
Overall bending moment is obtained by doing summation of moment at each point on the
wing:
= +
11

Bending Moment Diagram
Half Wing's Weight
35000
Moment, Nm
30000
25000
20000
15000
10000
5000
0
0
2 Half Span 3Location,m 4
Figure 9 Bending moment diagram across half span.
4.7 TORSIONAL MOMENT

Torsional moment is acting across the cross-section of the wing. It is depend on the
location of the center of gravity, pressure center and the shear center. The cross section of the
wing is as follow:
AIRFOIL 0018
0.1
0
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
-0.1
Figure 10 NACA 0018
12

4.7.1 CENTER OF PRESSURE

Location of center of pressure (C.P) with respect to wing chord:
=
The aerodynamic properties of the airfoil are as follow:
Lift coefficient = 0.41

Moment coefficient = 0.062
4.7.2 CENTER OF GRAVITY

The location of center of gravity:
For rectangular wing,
xcg = (0.42 0.45)c
Therefore, estimate:
= .
4.7.3 TORSIONAL MOMENT DIAGRAM
Twisting moment is act upon shear center. Since it is difficult to be determine, it can be find
by:
Shear center = 0.5 chord length
Torsional moment can be calculate by using this formula:
Mn = Lfn C1 Wn C2
Mn1 = Lfn1 C1 Wn1 C2
= +
Where:
c1 = Distance from center of pressure to shear center
c2 = Distance from center of gravity to shear center
13

Torsional Moment Diagram

30000
Torsional Moment (N m)
25000
20000
15000
10000
5000
0
0
Half-Wing Span (m)
Figure 11 Wing torsional moment diagram across half span
4.8 IDEALIZATION OF WING CROSS SECTION

The cross section of the wing is made up of skin, spar web and spar cap. The skin helps to
transmit aerodynamic forces to the longitudinal and transverse members. It also act together
with longitudinal members to resists axial loads and applied bending. The spar web develops
shear stress to react the applied torsional moments. The spar cap on the other hand, help to
resist bending and axial. Structural idealization must take into account certain consideration:
i.
ii.
iii.
iv.
v.
The longitudinal stiffeners and spar flanges carry only axial stresses
The web, skin and spars webs carry only shear stresses
The axial stress is constant over the cross section of each longitudinal stiffener
The shearing stress is uniform through the thickness of the webs
Transverse frames and ribs are rigid within their own planes and have no rigidity normal
to their plane.
As the NACA 0018 wing is an symmetrical wing, few skin booms are calculated to idealize
the structure. For analysis purpose, the front and middle section of the wing is used. The control
surface can be neglect, as it will not contribute to the structure integrity of the wing. Therefore,
the idealization only considers this section of wing. Wing root cross section is analyzed, as it
will experience the most moment and shear force.
14

NACA 0018
0.1
0.05
0
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
-0.05
-0.1
Figure 12 Spar cap and spar web location
Area of spar cap = 350 m2

Skin thickness = 0.002 m
Spar web thickness = 0.003 m
Wing area idealizes formula:
t
Af =
h
2
h
2
ht
2
a
h
2
h
2
Af =
Figure 13 Actual wall. For both = .
ht
2
Figure 14 Idealized wall
4.9 NORMAL STRESS

4.9.1 TENSILE ZONE FAILURE ULTIMATE STRENGTH
0.1
0.08
0.06
0.04
0.02
0
-0.02 0
-0.04
-0.06
-0.08
-0.1
1
12 0.1
6
Y
0.2
11
0.3
10
0.4
0.5
0.6
0.7
0.8
0.9
Figure 15 Location of booms
Centroid location at y and z direction:

y =
Ai yi
Ai
z =
Ai zi
Ai
15

y =
2432336.367
7679.143014
z =
= 316.75 mm
0
7679.143014
= 0 mm
Normal stress on each boom

=
( + ) + ( + )
[
]
Bending moment is important in determining normal stress. Maximum bending moment is

taken at wing root, as it will experience the most bending moment. There is no moment act at
z-axis.
My = 28981.95953 Nm
Mz = 0 Nm
Since there is no external, force that act normal to the cross section. Therefore, no external
stress contributes to the normal stress.
P=0N
Therefore, maximum stress is at boom 4 & 9, which is
z = 7.3081 x 104 Pa
4.9.2 COMPRESSIVE ZONE FAILURE BUCKLING
To calculate the compressive zone failure due to buckling where,
cr = k
2 EI
t 2
(
)
12(1 v 2 ) b
The material selected is Aluminium 7075 where it has modulus of elasticity, E of 7.17
1010 Pa and poisson ratio of 0.33
16

Figure 16 Buckling coefficients for flat plates in compression
Therefore,
cr = 1.96 x 105 Pa
Hence, by comparison,
max < cr
# The design will not fail.
4.10 SHEAR STRESS

4.10.1 TENSILE ZONE FAILURE ULTIMATE STRENGTH
0.1
0.08
0.06
0.04
0.02
0
-0.02 0
-0.04
-0.06
-0.08
-0.1
1
12 0.1
6
Y
0.2
11
0.3
10
0.4
0.5
0.6
0.7
0.8
0.9
Figure 17 Shear flow diagram
From previous calculation:

Iz = 3.575 x 109 mm4
Iy = 2.953 x 107 mm4
Iyz = 0 mm4
17

From shear diagram, maximum shear force act at root:

Vy = 13041 N
Vz = 0 N
( ) + ( )
= [
]

Simplify the equation:
(Vz Iyz )Qz + (Vz Iz )Qy
q = [
]
2
IY Iz Iyz
Compatibility equation:
= =
1 = 0
Therefore,
q1 = 1.75 102
q 2 = 2.449 102
= 0.000106748
Shear stress: 0.000106748
=
q
t
Therefore, maximum stress is at boom 3, which is

= 1.398 102 Pa
4.10.2 COMPRESSIVE ZONE FAILURE BUCKLING
To calculate the compressive zone failure due to buckling where,
cr = k s
2 EI
t 2
(
)
12(1 v 2 ) b
The material selected is Aluminium 7075 where it has modulus of elasticity, E of 7.17
1010 Pa and poisson ratio of 0.33
18

Figure 18 Shear buckling coefficient for flat plates.
Therefore,
= 5.32 107 Pa
x 1.5 = Pa
Hence, by comparison,
max (1.5) < ultimate
# The design will not fail.
19

REFERENCES
[1] Alumium 7075-T6. (n.d.). Retrieved from ASM Aerospace Specification Metals Inc.:
http://asm.matweb.com/search/SpecificMaterial.asp?bassnum=MA7075T6
[2] John D. Anderson, J. (1999). Aircraft Performance and Design. McGraw-Hill.
[3] Megson, T. (2007). Thin Plates. In T. Megson, Aircraft Structures for Engineering
Students (4th ed.). Oxford, United Kingdom: Elsevier.
[4] Sadraey, M. (2009). V-n Diagram. In D. Muller, Aircraft Performance Analysis.
20

APPENDICES
APPENDIX A EXCEL DATA
APPENDIX A.1 LIFT DISTRIBUTION
Half Span
Position,x
(m)
Wy, Elliptical
(N/m)
Wy, Trapezoidal
(N/m)
Shrenk's
Approximation
(N/m)
5721.889
4493.961
5107.925
0.25
5714.732
4493.961
5104.347
0.5
5693.208
4493.961
5093.584
0.75
5657.151
4493.961
5075.556
5606.283
4493.961
5050.122
1.25
5540.195
4493.961
5017.078
1.5
5458.334
4493.961
4976.148
1.75
5359.978
4493.961
4926.969
5244.198
4493.961
4869.079
2.25
5109.810
4493.961
4801.886
2.5
4955.301
4493.961
4724.631
2.75
4778.719
4493.961
4636.340
4577.511
4493.961
4535.736
3.25
4348.259
4493.961
4421.110
3.5
4086.246
4493.961
4290.103
3.75
3784.674
4493.961
4139.317
3433.133
4493.961
3963.547
4.25
3014.192
4493.961
3754.076
4.5
2494.114
4493.961
3494.037
4.75
1786.659
4493.961
3140.310
0.000
4493.961
2246.981
21

APPENDIX A.2 WING WEIGHT DISTRIBUTION
Half Span Position,x

(m)
Wing area / Segment

(m2)
Distributed load, q-L

(N/m)
0.375
1797.584
0.25
0.375
1797.584
0.5
0.375
1797.584
0.75
0.375
1797.584
0.375
1797.584
1.25
0.375
1797.584
1.5
0.375
1797.584
1.75
0.375
1797.584
0.375
1797.584
2.25
0.375
1797.584
2.5
0.375
1797.584
2.75
0.375
1797.584
0.375
1797.584
3.25
0.375
1797.584
3.5
0.375
1797.584
3.75
0.375
1797.584
0.375
1797.584
4.25
0.375
1797.584
4.5
0.375
1797.584
4.75
0.375
1797.584
0.000
1797.584
22

APPENDIX A.3 FUEL WEIGHT DISTRIBUTION

(m)
Fuel Tank Chord Length

(m)
Distributed Load,
(N/m)
0.555
196.276
0.25
0.555
196.276
0.5
0.555
196.276
0.75
0.555
196.276
0.555
196.276
1.25
0.555
196.276
1.5
1.75
2.25
2.5
2.75
3.25
3.5
3.75
4.25
4.5
4.75
23

APPENDIX A.4 NET WING LOADING

(m)
Net Loading / Span

(N/m)
3114.065
0.25
3110.486083
0.5
3099.723837
0.75
3081.695767
3056.261686
1.25
3023.217604
1.5
3178.563144
1.75
3129.384935
3071.494981
2.25
3004.301169
2.5
2927.046654
2.75
2838.755765
2738.151643
3.25
2623.525638
3.5
2492.519088
3.75
2341.732968
2165.962757
4.25
1956.492095
4.5
1696.452865
4.75
1342.725712
449.396
24

APPENDIX A.5 SHEAR FORCE

(m)
Shear force, V
(N)
-13165.05617
0.25
-12386.98735
0.5
-11610.71111
0.75
-10838.03366
-10070.78898
1.25
-9310.854067
1.5
-8535.631473
1.75
-7747.137963
-6972.027974
2.25
-6212.553455
2.5
-5471.134977
2.75
-4750.409675
-4053.296249
3.25
-3383.086589
3.5
-2743.580998
3.75
-2139.299491
-1575.837525
4.25
-1060.530669
4.5
-603.9125485
4.75
-224.0152264
25

APPENDIX A.6 BENDING MOMENT

(m)
Bending Moment, My
(Nm)
29068.08952
0.25
25874.08407
0.5
22874.37177
0.75
20068.27867
17454.67584
1.25
15031.97046
1.5
12801.15977
1.75
10765.81359
8925.917847
2.25
7277.845168
2.5
5817.384114
2.75
4539.691033
3439.227793
3.25
2509.679938
3.5
1743.84649
3.75
1133.486429
669.0943015
4.25
339.5482773
4.5
131.4928752
4.75
28.00190331
26

APPENDIX A.7 TORSIONAL MOMENT
Half Span
Position,x
(m)
0
Wing Chord
Length
(m)
1.5
Xcg
(m)
Xcp
(m)
Xf
(m)
mz (N)
0.3750
0.6450
0.7500
3075.663786
0.25
1.5
0.3750
0.6450
0.7500
3074.321879
768.7482082
14833.3493
0.5
1.5
0.3750
0.6450
0.7500
3070.286037
768.0759896
15601.42529
0.75
1.5
0.3750
0.6450
0.7500
3063.525511
766.7264435
16368.15173
1.5
0.3750
0.6450
0.7500
3053.98773
764.6891552
17132.84089
1.25
1.5
0.3750
0.6450
0.7500
3041.5962
761.9479913
17894.78888
1.5
1.5
0.3750
0.6450
0.7500
3026.247267
758.4804334
18653.26931
1.75
1.5
0.3750
0.6450
0.7500
3007.805439
754.2565882
19407.5259
1.5
0.3750
0.6450
0.7500
2986.096706
749.237768
20156.76367
2.25
1.5
0.3750
0.6450
0.7500
2960.899026
743.3744665
20900.13813
2.5
1.5
0.3750
0.6450
0.7500
2931.928583
736.6034512
21636.74158
2.75
1.5
0.3750
0.6450
0.7500
2898.8195
728.8435104
22365.58509
1.5
0.3750
0.6450
0.7500
2861.092954
719.9890568
23085.57415
3.25
1.5
0.3750
0.6450
0.7500
2818.108202
709.9001445
23795.4743
3.5
1.5
0.3750
0.6450
0.7500
2768.980746
698.3861185
24493.86041
3.75
1.5
0.3750
0.6450
0.7500
2712.435951
685.1770871
25179.0375
1.5
0.3750
0.6450
0.7500
2646.522122
669.8697591
25848.90726
4.25
1.5
0.3750
0.6450
0.7500
2567.970624
651.8115932
26500.71885
4.5
1.5
0.3750
0.6450
0.7500
2470.455912
629.803317
27130.52217
4.75
1.5
0.3750
0.6450
0.7500
2337.80823
601.0330178
27731.55519
1.5
0.3750
0.6450
0.7500
843.3676875
397.6469897
28129.20218
delta mz (N)
Mz
(Nm)
14064.60109
27

Boom
Area
Idealized
(m2)
y'
(mm)
z'
(mm)
Ay'
(mm3)
Az'
(mm3)
y = y'-ybar
(mm)
z = z'-zbar
(mm)
Iz = Ay^2
(mm4)
522.4573404
24.472
32.367
12785.57603
16910.37674
-292.2738091
32.367
44630385.12
536.9283483
95.492
57.561
51272.36184
30906.13266
-221.2538091
57.561
26284386.61
817.4053975
206.107
72.143
168472.9743
58970.0776
-110.6388091
72.143
10005815.39
644.1347871
345.492
74.468
222543.4159
47967.42933
28.74619091
74.468
532276.5892
659.9675156
500
66.175
329983.7578
43673.35035
183.2541909
66.175
22163094.11
658.6781181
654.508
51.147
431110.0977
33689.40971
337.7621909
51.147
75144171.78
658.6781181
654.508
-51.147
431110.0977
-33689.40971
337.7621909
-51.147
75144171.78
659.9675156
500
-66.175
329983.7578
-43673.35035
183.2541909
-66.175
22163094.11
644.1347871
345.492
-74.468
222543.4159
-47967.42933
28.74619091
-74.468
532276.5892
10
817.4053975
206.107
-72.143
168472.9743
-58970.0776
-110.6388091
-72.143
10005815.39
11
536.9283483
95.492
-57.561
51272.36184
-30906.13266
-221.2538091
-57.561
26284386.61
12
522.4573404
24.472
-32.367
12785.57603
-16910.37674
-292.2738091
-32.367
44630385.12
SUM
7679.143014
2432336.367
357520259.2
28


Part 1
z
Part 2
z
z
(kg.mm-1.s-2)
z
(kg.m-1.s-2)
(Pa)
31.8589024
31.8589024
31858.9024
56.65740665
56.65740665
56657.40665
71.01049822
71.01049822
71010.49822
73.29900033
73.29900033
73299.00033
65.13618396
65.13618396
65136.18396
50.34409371
50.34409371
50344.09371
-50.34409371
-50.34409371
-50344.09371
-65.13618396
-65.13618396
-65136.18396
-73.29900033
-73.29900033
-73299.00033
-71.01049822
-71.01049822
-71010.49822
-56.65740665
-56.65740665
-56657.40665
-31.8589024
-31.8589024
-31858.9024
29

APPENDIX A.9 SHEAR STRESS
Boom delta_s delta_s/Gt delta_qs'
qs'
c11
c12
c22
c11q's
c12q's c22q's
64.734
0.00080216
0.0000
0.0000
0.0008
0.0000
75.356
0.00140068
-7.5386
-7.5386
0.0014
-0.0106
111.572
0.00207383
-13.7778
-21.3163
0.0021
-0.0442
139.404
0.00259116
-26.2885
-47.6049
0.0026
-0.1234
154.730
0.00287603
-21.3836
-68.9885
0.0029
-0.1984
155.237
0.00288545
-19.4693
-88.4578
0.0029
-0.2552
102.294
0.00126758
-15.0185
103.4764
0.0013
-0.1312
155.237
0.00288545
15.0185
-88.4578
0.0029
-0.2552
154.730
0.00287603
19.4693
-68.9885
0.0029
-0.1984
10
139.404
0.00259116
21.3836
-47.6049
0.0026
-0.1234
11
111.572
0.00207383
26.2885
-21.3163
0.0021
-0.0442
12
75.356
0.00140068
13.7778
-7.5386
0.0014
-0.0106
144.286
0.00178793
0.0000
0.0000
0.0018 0.0018 0.0018
0.0000
0.0000
0.0000
30

Design and Stress Analysis of Aircraft Structure

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Design and Stress Analysis of Aircraft Structure

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DESIGN AND STRESS ANALYSIS OF AIRCRAFT STRUCTURE

SUBMITTED IN PARTIAL OF FULFILLMENT OF THE REQUIREMENT IN

ESA 421 AEROSPACE STRUCTURAL DESIGN

AIRCRAFT SPECIFICATION ................................................................................................... 1

WING STRUCTURE ................................................................................................................... 2

WING CONSTRUCTION ...................................................................................................... 4

WING LOADING, SHEAR FORCE & BENDING MOMENT ............................................ 4

V-N DIAGRAM ............................................................................................................................ 5

STRESS ANALYSIS .................................................................................................................... 6

LIFT DISTRIBUTION ........................................................................................................... 6

WING WEIGHT DISTRIBUTION ........................................................................................ 8

FUEL LOAD .......................................................................................................................... 8

NET WING LOADING .......................................................................................................... 9

SHEAR FORCE DIAGRAM................................................................................................ 10

BENDING MOMENT DIAGRAM ...................................................................................... 11

TORSIONAL MOMENT ..................................................................................................... 12

CENTER OF PRESSURE ............................................................................................ 13

CENTER OF GRAVITY .............................................................................................. 13

TORSIONAL MOMENT DIAGRAM ......................................................................... 13

IDEALIZATION OF WING CROSS SECTION .............................................................. 14

NORMAL STRESS .............................................................................................................. 15

TENSILE ZONE FAILURE ULTIMATE STRENGTH ........................................... 15

COMPRESSIVE ZONE FAILURE BUCKLING ..................................................... 16

SHEAR STRESS .................................................................................................................. 17

TENSILE ZONE FAILURE ULTIMATE STRENGTH ........................................... 17

COMPRESSIVE ZONE FAILURE BUCKLING ..................................................... 18

ESA 421 AEROSPACE STRUCTURAL DESIGN

ESA 421 AEROSPACE STRUCTURAL DESIGN

1959 MODEL CESSNA 150

HEIGHT (Tip of rudder)

DESIGN GROSS WEIGHT (LSA limit)

USEFUL LOAD (LSA)

DESIGN LOAD FACTOR (ultimate)

FUEL CAPACITY (std., dual wing tanks)

MAX. CRUISE, SEA LEVEL

STALL, FLAPS DOWN

RANGE (std. no reserve)

Table 1 STOL CESSNA 150 Aircraft Specifications

ESA 421 AEROSPACE STRUCTURAL DESIGN

Figure 1 Wing Structure Assembly

ESA 421 AEROSPACE STRUCTURAL DESIGN

Figure 2 Wing Skin Assembly

ESA 421 AEROSPACE STRUCTURAL DESIGN

2.1 WING CONSTRUCTION

2.2 WING LOADING, SHEAR FORCE & BENDING MOMENT

ESA 421 AEROSPACE STRUCTURAL DESIGN

Diving Speed, VD = 303 km/h

3.1 MANEUVER ENVELOPE & V-n DIAGRAM

The stall speed at n = +1/1:

(Same because of symmetrical airfoil)

ESA 421 AEROSPACE STRUCTURAL DESIGN

4.1 LIFT DISTRIBUTION

ESA 421 AEROSPACE STRUCTURAL DESIGN

Wing Lift Distribution

ESA 421 AEROSPACE STRUCTURAL DESIGN

4.2 WING WEIGHT DISTRIBUTION

Wing Loading Approximation

Distributed Load, N/m

4.3 FUEL LOAD

Density of AvGas 100LL = 721 kg/m3

ESA 421 AEROSPACE STRUCTURAL DESIGN

Wing Loading Approximation

Distributed Load, N/m