ntents

Preface vii
CHAPTER 1 INTRODUCTION 1
Steps in Structural Design 1
Applied Loads and Temperahtres 2
Actual Stresses and Deflections 4
1-1.
1-2.
1-3.
1-4. Allowable Stresses or Deflections 5
1-5.
1-6.
Comparison of Applied and Allowable Stresses and Deflections
Sttmma1y 7
References 7
Problems 8
\
CHAPTER 2 STRESS AND STRAIN 10
2-1. Introduction 10
2-2. Stress: Definitions and Notations 10
2-3. Equations of Equilibnum 12
6
xi
xli
CON N S
2-4. Stress Ttansfonnations for Rotation of A x s 16
2-5. Principal Stresses and Maximum Shem Stres es
2-6. Dejlections and Strains 20
2-7. Strain-transfonnation Equations 24
2-8. Compatibility Equations 26
2-9. Summary 27
References 28
Problems 28
CHAPTER 3 MECHANICAL BEHAVIOR OF MATERIALS 31
3-1. Introduction 31
3-2. The Tensile Test 32
3-3. Compression and Shear Tests 35
3-4. I dealizations of the Stress-Strain Curve 36
3-5. Three-parameter Representations of Stress-Strain Curves 38
3-6. Effect of Temperature upon Short-lime Static Properties 41
3-7. Creep 42
3-8. Fatigue 44
3-9. Allowable M echanical Properties 47
3-10. M aterial Selection 49
3-11. Three-dimensional Linearly Elastic Stress-Strain
Relationships 51
References 56
Problems 57
CHAPTER 4 INTRODUCTION TO THE THEORY OF ELASTICITY 59
4-1. Introduction 59
4-2. Displacement Formulation 60
4-3. Stress Formulation 61
4-4. Two-dimensional Problems 62
4-5. Stress-function Formulation 64
4-6. The Inverse M ethod 70
4-7. The Semi-inverse M ethod 75
4-8. St. Venant' s Princip le 75
References 76
Problems 77
CHAPTER 5 FINITE-DIFFERENCE METHODS 79
5-1. Introduction 79
5-2. Finite-difference Operators 80
5-3. Application to EqU?'librium Boundary-value Problems 85
5-4. Application to Eigenvalue P1oblems 90
5-5. Solution of M atrix Eigenvalue Equations 93
References 96
Problems 96
t t tr ~ l N 1'
R 6 INTRODUCTION TO WORK AND ENERGY PRINCIPLES 98
0- 1 . 1 ntroductton 9
0-2. Work and Energy 99
6-:3. Virtual Work and Equilibrium 101
6-4. Coordinates and Degrees of Freedom 104
6-5. Stability 105
6-6.
6-7.
-8.
6-9.
6-10.
6-11.
6-12.
6-13.
6-14.
Small Displacements of a Conservat1've System 107
Strain Energy and Complementary Strain Energy 110
Potential and Complementary Potential of External Forces
The Principle of the Stationary Value of the Total Potential
The Principle of the Stationary Value of the Total
Complementary Potential 118
De1'ivation of Equilibrium and Compatibility Equations
by Va1'iational M ethods 120
The Rayleigh-Ritz M ethod 122
The Recip1'ocal Theorems of Betti and Maxwell
The Use of Virtual Work to Compute Dejlections
Refe?"ences 131
Problems 131
127
128
1 A TER 7 BENDING AND EXTENSION OF BEAMS 133
7-1.
7-2.
7-3.
7-4.
7-5.
7-6.
7-7.
7-8.
7-9.
7-10.
I ntroducUon
St1ess Resultants
133
133
Stresses Due to Extension and Bending 135
M odulus-weighted Section Propertt'es 139
Accuracy of Beam-stress Equation 141
I dealization of Stiffened-shell St1uctures 143
Equilibrium Equations 152
Beam Dejlections 157
The Dijferential Equations of Beams, Ba1's, and Gables
Energy Expressions for Beams 168
References 173
P1oblems 17 4
UAPTER 8 THE TORSION OF SLENDER BODIES 178
8-1.
8-2.
8-3.
8-4.
8-5.
8-6.
8-7.
l nlroduction 178
Prandtl Stress-}unction Formulation
The M embrar/e Analogy 185
W arping-.function Formulation 188
179
Analytical Methods for Approximate Solutions
Thin-walled Open Sections 198
Thin-walled Closed Sections 202
8-8. Accuracy of Torsion Theory 213
192
xlii
115
117
158
xlv NI NI
-0. Differ ntial JJiqHa.tiontJ fm Minl!lt 'l'orqrw 21
References 220
Problems 220
CHAPTER 9 STRESSES DUE TO SHEAR IN THIN-WALLED
SLENDER BEAMS 224
9-1. Introduction 224
9-2. Open Sections 225
9-3. Fluid-flow Analogy 236
9-4. Shear Center 239
9-5. Closed Sections 240
9-6. Effects of Taper 247
9-7. Transverse M ember Loads 253
References 254
Problems 255
CHAPTER 10 DEFLECTION ANALYSIS OF STRUCTURES 258
10-1. Introduction 258
10-2. The Method of Virtual Work 258
10-3. Equations for U of Simple Elements 263
10-4. Relative Displacements 273
10-5. Flexibility and Stiffness Matrices 275
10-6. Distributed Loads and Weighting Matrices 280
References 282
Problems 283
CHAPTER 11 STATICALLY INDETERMINATE STRUCTURES 286
11-1. Introduction 286
11-2. Application of the Pri nciple of the Stationary Value of
the Total Potential 287
11-3. Application of the Princip le of the Stationary Value of
the Total Complementary Potential 290
11-4. Equations for U' of Simple Elements 294
11-5. Notes on a s ~ c and Redundant-force Systems 295
11-6. Elastic-center and Column-analogy M ethods 304
References 313
Problems 313
CHAPTER 12 INTRODUCTION TO MATRIX METHODS
OF STRUCTURAL ANALYSIS 317
12-1. Introductwn 317
12-2. The Force M ethod 318
12-3. Discussion of the Force Method 323
1 Il N 1 j
1
1:2 o.
12-7.
A Jlplilntwn lo SlijJmNl 'h ll11 :l2
'l'lt1 M thod
of the D1's pla em nt M ethod
Conrludin(l Jl emarks 344
Nef r 34 5
J>robl ms 346
R 13 THE BENDING AND EXTENSION OF THIN PLATES 348
J 3-1. Introduction 34
13-2. Geometry of the Reference Su1jace 349
13-3. Stress Resultants 354
13-4. Equili brium Equations 354
13-5. and Compatibility Equations 357
13-6. Stress-Strain Equations 360
13-7. Formulations of the Plate Equations 361
13-8. Boundary Conditions 366
13-9. The Differential Equations for Plates and Membranes 371
13-10. The Navier Solution 377
13-11. Strain Energy of Plates 379
13-12. A pproximate M ethods 384
References 388
Problems 389
c UA TER 14 PRIMARY BENDING INSTABILITY
AND FAILURE OF COLUMNS 391
14-1. Introduction 391
14-2. Small Dejlections of Lineady Elastic Perfect Columns 392
14-3. App1oximate Methods 399
14-4. Small Dejlections of Imperfect Elastic Columns 407
14-5. Large Dejlections of Columns 411
14-6. Inelastic Columns 417
14-7. Empirical Column Equations 426
References 428
Problems 428
c IIAPTER 15 INSTABILITY AND FAILURE OF PLATES 430
15-1. Introduction 430
15-2. the Buckling Problem 430
15-3. Elastic Buc ing of a Simply Supported Plate in
Un iaxia l Co pression 43 2
15-4. Buckling of Uniform Rectangular Plates with Simple
Edge Loadings 434
15-5. Approximaie Methods 439
15-6. Combined Loads and Interacti on Curves 445
xv
xvi CON N S
15-7. Effecls of Large Dejlections and l n1.tial Imperf ections 449
15-8. Inelastic Buckling of Plates 455
15-9. The Failure of Plates 462
References 464
Problems 465
CHAPTER 16 INSTABILITY AND FAILURE OF THIN-WALLED COLUMNS
AND STIFFENED PLATES 467
16-1. I nt1oduction 467
16-2. Secondary Instability of Columns 468
16-3. Crippling of Columns 474
16-4. Failure of Thin-walled Columns 479
16-5. Compressive Buckling of Stiffened Panels 481
16-6. Crippling of Stiffened Panels 488
16-7. I nte1jastener Buckling and W rinkling 490
16-8. Failure of Stiffened Panels 497
References 500
Problems 502
Index 507
Theory and Analy i
of Flight Structur
1
1 traduction
t. TEPS IN STRUCTURAL DESIGN
' l 'lit pi'OC s of design and analysis of flight structures may be divided into
1 he following steps:
1, ' l'IH d termination of the critical combinations of applied loads and
1, mperatures to which the structure is subjected.
' 1 he htyout of the design in vvhich the arrangement, size, and materials
of th component parts of the structure are tentatively decided upon.
,1, ' l' he d termination of the actual stresses and deformations in the
HLructure due to the applied 1oads and temperatures.
1, ' l' he d termination of the allowable stresses or deformations of the
HLructure.
1, ' l 'li< omparison of steps 3 and 4 to determine whether the design of
Hl, 1 2 is adequate and efficient. If the design is either inadequate
or v rdesigned (and therefore ine:fficient), steps 2 tt> 5 must be
rc p ated until a satisfactory design is obtained.
Th steps form a successive-approximation procedure, for the loads
111d 1.1 rnp ratures of step 1 are functions of the details of the structural
cl 1 11 , which in turn depend upon the loads and temperatures. In the
'' 11 HLnp; '. of the design process weights, loads, and temperatures are
ullc 11 ht H d upon crude estimates. These are continuously refined as the
d" 1 n pmgrosses and more accurate information becomes available.
l11rin p; t.h arly phases, the methods of structural analysis are usually
l1 1 1 d 11 pon theories, as the expense and time necessary for more
hd11 11'nLc m thods justified until the loads and temperatures are
1 " "" n mor a curately. The structural analyst must therefore be capabl e
11 1 c 11 lll' i np; th range from educated guesses to sophisticated analyses.
ll11 dnHip; n Lhat finally evolves is a compromise involving structural, aero-
tl\ ll nani o, fnbrication, maintenance, and operational considerations.
1
2 THEORY AND ANALYSIS OF FLIGHT STRUCTURES
The substantiation of the final design is usually documented by the
following comprehensive reports, which are submitted to the agency
w hi ch is procuring or certifying the vehicle:
1. A weight and balance report, which gives the weights, centers of gravity,
mass moments of inertia, and weight distributions of the vehicle and
each of its major components.
2. A loads report, which contains the aerodynamic, weight, and inertial-
force distributions for each of the critical load conditions. Shear,
bending-moment, torque, and axial-load curves are also given for
major components.
3, A structural-tempe'rature report, which gives the temperature distribu-
tions that occur simultaneously with the critical load conditions.
4. A stress-analysis report, which substantiates the actual and allowable
stresses and defiections for each of the critical load-temperature
conditions for all components of the structure.
5. An aeroelastic report, which gives the predicted speeds at which fiutter,
divergence, and control reversai will occur. The effects that struc-
tural deformations have upon air loads and control effectiveness are
also contained in this report.
The structural-analysis group usually prepares the stress-analysis report
and assists in the preparation of the other reports.
1-2 APPLIED LOADS AND TEMPERATURES
The loads imposed upon the structure may be divided into two classes,
those encountered on the ground and those in fiight. Ground loads are
those loads imposed during fabrication, assembly, shipping, storage, and
handling. In the case of missiles they include launch operations, while
for aircraft they in volve the loads imposed by taxiing and landing. Flight
loads are those loads applied to the structure during its fiight phase and
include the loads imposed by maneuver, gusts, and wind shear. In missiles
they also involve the forces encountered during boost and staging opera-
tions. Temperatures are usually not significant in the ground-operations
phase, but during the fiight phase they are often of equal or grea ter impor-
tance than the loads. This is especially true for fiight in the supersonic or
hypersonic regimes. In sorne cases the structure may have to withstand
the aerodynamic loads imposed by passing through the subsonic, tran-
sonic, supersonic, and hypersonic phases of fiight. At the same time it
may be subjected to temperatures ranging from the extreme lows of
cryogenie fuels and radiation to space, to the highs associated with aero-
dynamic heating, hcat from the propulsion unit, and radiation from the
sun.
Il 111111111 , 11 N 3
1 mny nl o be cat gorized according to how they act up n th
11111 l.tll'c. Surface j01ces are those forces which act upon the surfac f
1111 Lt twLw , '.g., aerodynamic or hydrodynamic pressures, aerostatic or
l 1hn t.n.t.i<:pr s ure ,orcontactpressuresfromotherbodies. Bodyjorce
'"' 1 hntH for s which act over the volume of the structure, e.g., gravita
1 nJt,l nnd in rlial forces.
No ntpt will be made here to define the loads and temperatures
ltt lit Id, HLructurcs quantitatively, since severa! volumes would be
' q 11 tnd f,o ov r the environmental conditions for airplanes, helicopters,
tlt H HJ>It ' raft, etc. Such information can be found in Refs. 1 to 1
1 1 l11 i nd of the chapter. In sorne cases, the applied loads which the
llltcLtm lllll Ht withstand are specified by the procuring or certifying
' '1111 , lmH cl upon statistical data obtained from operating experience
lit raft. In other cases, especially if the design and its environ-
lill rd nl't Ill\ onventional, it is part of the contractor's responsibility to
tl d 11111 l'nt.ionn.l loads and thermal criteria.
l'tw d finitions of terms relating to loads should be mentioned at
lit 1 111i '' t, 1 ><eau e of their repeated use in the analysis of flight structures.
1 111111 lnwiN ar the largest loads which it is anticipated that the structure
til ''' 11hj( t d to during its lifetime. It is usually impossible to specify
f l11 l11 l ' ctd, loa that a particular vehicle will be subjected to, but it is
"''' 11 1 IIHHi hl L predict statistically the number of times that an average
Il 1 '' \ ill n unter certain load Ievels. In specifying the limit loads,
f 11 tmlly impractical to set the loads at such a high level that none of
1111 llwl< H will ever have a structural failure. Such a design would be
111 ll11t1 nt, from a weight standpoint. It is therefore necessary to set the
1 111 1 lo11,dH nL a level 'vhich results in an acceptable low level of failure.
ll11 l'nilt11c mLe for inhabited vehicles must, of course, be much lower
t 11 1111 Lhn f, for uninhabited ones.
' ll11 li rn iLl ads are often prescribed by giving a limit-load factor, or
lin 1 ne lm hy which basic loads are multiplied to obtain limit loads. As
111 ' ' nnt pl<, Lho loads for 1g level flight are often taken as a basic load con-
I 1 1111 lw nirel't.tft. In a maneuver that imposes inertial and gravitational
ln11 ' '' upon Lh tructure that are six times greater than those caused by
I lL i Ln.t,i< n l force in level unaccelerated flight, the limit-load factor
''"' "lltdd 1> 6.
ln cll'tl< t' L provide for a separation between the limit loads and the
1 .. tt 1 '' L \\Il ieh the st"ucture fails, a factor of sajety is specified. This
1 " l1 "' \dioh mu.y vary""a_ccording to the mission of the vehicle, is usually
1 l111' inllnl>iL d craft and may be as low as 1.25 for missiles. The
rably lower than those used in civil or machin truc-
''"' ' I,IH uH f such low factors of safety requires consid rabl ub-
t fit il od.ion hy 1tnu.ly i and test.
' liu 'ltltimate load (sometimc ln wn as the design load) i d fin u.1:1
4 THEORY AND ANALYSIS OF FLIGHT STRUCTURES
the product of the limit load and the factor of safety. The failing load
(ultimate strength) of the structure should be only slightly greater than
the ultimate load. It should be noted that in fiight structures the limit
load is conventionally multiplied by the factor of safety. On the other
hand, in civil and machine structures the ultimate strength is usually
divided by the factor of safety to give a working strength. Both methods,
of course, give the same result. The ultimate load is often specified by
giving an ultimate-load factor nua, which is equal to the product of the
limit-load factor and the factor of safety. The ultimate loads are then
obtained by multiplying the basic loads by the ultimate-load factor.
1-3 ACTUAL STRESSES AND DEFLECTIONS
The major portion of this book is devoted to methods of analysis for pre-
dicting the stresses and deflections of structural components under
applied loads and temperatures. In the mechanics of deformable bodies
it is usually necessary to introduce simplifying assumptions to arrive at a
solution to the problem. The results achieved by using these assump-
tions must therefore be regarded as approximate, and it is possible to
assess the degree of approximation only by knowing the nature and
significance of the assumptions. Considerable effort is made in this text
to underscore the assumptions and limitations of the theories discussed.
In practice it is seldom that all the assumptions will be fulfilled, but it is
only by an intimate knowledge of the development of the theories that
the equations can be intelligently applied to situations which do not pre-
cisely follow the conditions of the theory.
The approximations can be divided into physical and mathematical
categories. Physical approximations are simplifying assumptions regard-
ing the mechanical behavior of the material, the shape and proportions of
the body, the manner in which it deforms (or how the stresses are dis-
tributed), and the nature of the loading. :Yiathematical approximations
are often necessary in order to arrive at simple solutions or, in sorne cases,
to obtain a solution at all. In many cases these mathematical approxima-
tions will also imply physicallimitations. For instance, if it is assumed
for mathematical convenience that the sine of an angle may be replaced by
the angle, the results will be acceptable only for small angles.
In the physical approximations we usually replace the real deforma-
ble body and loads by a simple concepti onal modeZ which embodies the
significant characteristics of behavior of the real system. For instance,
we may idealize the force-di placement behavior of t he material by one qf
the methods discu scd in hap. 3. We may also make assumpt ions on
t he mode of d f rmati 11 of th o y.
1
or xamples, in Chap. 7 we
assum t hat }lan ' t'OHH H< Li ns f u. b am romain plane and normal to
Il t IIHIIHJC 1 ON 5
1111 11 . iH of a am as it bends, and in Chap. 13 we assume that normal to
1111 r main normal to that surface as a plate deforms. In the
lttd, or stiff ncd-shell structures we shall find it convenient to replace
1111 not. ual Hiructure by an idealized one having longitudinal stiffener
lltth t'oHHi , nly axial forces and thin webs which resist only shear forces.
ltt' nluai the accuracy of these assumptions it is necessary to compare
litt t'tMtdL:; with those of more accurate theories or \vith experiments.
!11 eomplex structures we shall subdivide the structure into simpler
'1 '"' rd,H for which methods of analysis exist. We view the composite
ltttfLun 1 H nn assemblage of beams, shear webs, plates, shells, etc., and
d, 1 lop m il d of analysis for these simpler structural shapes.
W IH 11 v r possible we shaH treat the stresses and deformations
1 tll ' llt.Lt<l wiih thermal distributions along with those resulting from
ppllcd l'ote \ . We shall include these effects from the outset, rather than
ltr ul in,.,; (,h m as an appendage to the theory, so that the stresses and
d, lie cl ionH r sulting from loads or temperatures alone will be special cases
'" 1111 r11or neral theory, which includes both.
1 OWABLE STRESSES OR DEFLECTIONS
li Hill 1 erii ria for the allowable loads of flight structures are:
' l'l11 lond which produces a collapse of the structure
l' ht Joad which produces a limiting petmanent deformation 1n the
lrlldut afier removal of the load
litt lo1 d which produces a limiting total deformation of the loaded
lt'IIOLIII'
1,11( firsi criterion it is required that the stresses imposed by the
1111rlc londH hould not result in a failure of the structure. Such a
1 ' lu tt cnttld b th result of rupture of the material or buckling instability
1 lire lt'llcLut . The latter mode of failure usually establishes the design
1 1111 lllii.,<II' portion of flight structures because of the thin-shell con-
''''' l1n11 LhaL iH c mmonly used. It is for this reason that a large portion
1 litt lu111k iH <1 v t d to the study of the buckling of structural elements.
Titi' noond riterion is usually interpreted to mean that the stresses
"'l'" 'tl lt , U1c limit loads should not exceed the 0.2 percent offset yield
111 .. r Lht 1\liLL rial 'cc. 3-2). Such a criterion limits the permanent
Ir '' i11 litt Hiru fo 0.002. As this requirement is arbitrary, it i
Il"' 11 1 nd l'or uninhabited craft, and the only requirement on d forma-
I "' 1 ll11 11 Lh LoLn.l-d formation criterion.
1 ltt Lltitd ri ri n r uire that d flections at the limit l
Lho whi h ini rf r
6 THEORY AND ANALYSIS OF FLIGHT STRUCTURES
mission of the vehicle, e.g. , those which prevent the free motion of moving
parts or produce adverse dynamic or aeroelastic effects.
It is usually specified that the material properties used in determin-
ing the allowable stresses and defiections be taken from Ref. 19 or that the
properties be substantiated by tests made by the materials manufacturer
or the contracter. These properties should refiect the temperature of the
structure and the duration of the load.
15 COMPARISON OF APPLIED AND ALLOWABLE STRESSES AND DEFLECTIONS
As mentioned earlier, it is necessary to compare the applied and allowable
stresses and defiections to determine whether the structure is effi.ciently
designed. This is done by computing the margin of safety, defined as
l\1:S = allowable load _
1
a pp lied load
For the limit-load condition this becomes
L" .t MS = yield load _
1
Inu applied limit load
and for the ultimate-load condition
Ultimate l\18 = load - 1
apphed ult1mate load
The smaller of these t" o margins of safety con trois the design.
(1-1)
(1-2)
(1-3)
In many cases the stresses are directly proportional to the loads (or
are assumed soin the linear theories), and the word "load" can therefore
be replaced by "stress" in these equations. It is seen from Eq. (1-1) that
an effi.ciently designed structure vvould have a very small positive margin
of safety. Hm:vever, in sorne cases it may be desirable to have relatively
large positive margins of safety to provide a growth potential for the craft
so that increased performance or payload could be accommodated without
redesigning the structure.
It has been pointed out that the design process is one of successive
approximations until a satisfactory margin of safety is reached. In most
cases, and especially if the structure is unconventional, tests are performed
to substantiate the analysis and prove the strength and stiffness of the
structure. A reduction in the structural weight of a fiight vehicle per-
mits an increase in payload or performance. I t is therefore economically
feasible to use expensive materials and fabrication methods and to expend
many manhours of analy is and testing if it results in a decrease in struc-
tural weight.
Il Il 111111 liON
IMMA Y
1111 1 1 di "K d iH us i n giv only a cur ory introduction to the consid-
lthnL ont, r into the evolution of a structural design. 1 ro
" '''"'' L de HoripLions of th process may be found in Refs. 7 to 11. Tho
, lt ll t 11d1 l ' of Lhi H L xt will addre s itself to the third and fourth t ps
, 1 l11 11 i 11 H<e. 1- l, i. . , th determination of the actual and the allowabl
''' nnd d< ft ction . Even with this limited scope, it is impossible to
' ttlttl 't Llmn nn introduction to the theoretical methods that are used
11111 Llll't t.l nnnlysis. Additional references will be given at the end of
, 11 lt 1 lt npLc r, 1)\1 L v n here completeness is not possible. Inevitably, the
1 111 l,rlfnl nnn.lyst find that he must refer to the technical journals of
litt l"'"' tdonnl engineering societies orto the reports of research organi-
''" '" lunhl.ain th olutions to his problems. It is hoped that this text
Il l"" ' tele l.h< r ader with an introduction to basic theory sufficient to
''"" l.o ,. nd and understand the more advanced theories that are
1 tllllt llfiHH HLandards: Normal, Utility, and Acrobatie Category Airplanes,
l ',tl, ttl ll t1iution Agency Rept. 23, Feb. 1, 1965.
t ' "'''""'HH Transport Category Airplanes, Federal Aviation Agency
lt' Jtf '
1
, , J'tb. 1, J65.
t tttllt tii 'HH , ' Landards: Normal Category Rotorcraft, Federal Aviation Agency
"'' ,, .. , J' l'l l. 1, 1965.
lt ' " lldllt HH Htnndards : Transport Category Rotorcraft, Federal Aviation Agency
u, '" 1 '
1
11, 1
1
' t h. j , 1965.
1 111 11 111 Hpt tifi cntion for Airplane Strength and Rigidity, M ilitary Specification
Ill , HHIIO( AR A), May 18, 1960.
1 \ ' , \ Hltwtunl Airworthiness, in "Handbook of Aeronautics, no. 1, Struc-
ltttlll J', ltttipl H nnd ata, pt. 1," 4th ed., Pitman Publishing Corporation, New
Il l h, 1 Il, .
llttd tll , 1( 1'.: "Analysis and Design of Flight Vehicle Structures," Tri-state
1111 ' l ,o. )in innati, Ohio, 1965.
'''""'d, <. (J.:
11
pac craft Structures," Prentice-Hall, Inc., Englewood Cliffs,
' 11100.
1 1 ttt llll \', Ill. A., '. W. Zucrow, and C. W. Besserer: "Principles of Guided Missile
11, 1 tt , l'odyna,mics, Propulsion, Structures, and Design Practice," D. Van
Co111pany, New York, 1956.
11 1 lt tt , : " ( luicl ed Missile Configuration Design," McGraw-Hill Book Company,
N, , ' u, l , 1 on 1 . \"'
t t ' ' ' '" '" "' 1 Il. :
11
' iru'etural Design of Missiles and Spacecraft," Mc raw-IIill
l lttt tl <
1
0i11pn.ny, N w York, 1962.
ll tt ll , N, ,1,:
11
1lip; h T mp rature Effects in Aircraft Structures," P rgamon Pr sa,
N \ nt'l , 1\lf>H.
1 11 Il , 1/ W,: " l' uml am n tals of Aerodynamic Heating," The onald Press om-
1' ''" \, Nt w York, 1000.
8 THEORY AND ANALYSIS OF FLIGHT STRUCTURES
14. Glaser, P. E.: "Aerodynamically Heated Structures," Prentice-Hall, loc., Engle-
wood Cliffs, N.J., 1962.
15. Bisplinghoff, R. L., H. Ashley, and R. L. Halfman: "Aeroelasticity," Addison-
Wesley Publishing Company, Inc., Reading, Mass., 1955.
16. Fung, Y. C.: "An Introduction to the Theory of Aeroelasticity,'' John Wiley &
Sons, Inc., New York, 1955.
17. "Manual on Aeroelasticity," NATO Advisory Group for Aeronautical Research
and Development, 1959.
18. Bisplinghoff, R. L., and H. A. Ashley: "Principles of Aeroelasticity," John Wiley
& Sons, Inc., New York, 1962.
19. Metallic Materials and Elements for Flight Vehicle Structures, Military Hand-
book MIL-HDBK-5A, Feb. 8, 1966.
PROBLEMS
1-1. A 600-lb satellite is mounted in the upper stage of a launch vehicle. During the
boosted vertical-flight phase, a peak acceleration of 9g is reached. The satellite is
mated to the booster by four bolts loaded in shear, each of which has an ultimate
shear strength of 2126 lb. The specified factor of safety is 1.25. Determine (a) the
limit load per bolt, (b) the ultimate load per bolt, and (c) the ultimate margin of
safety. [Ans. (a) 1500lb; (b) 1875lb; (c) 0.135.]
1-2. The fuel tank of a vertically launched rocket contains kerosene (specifie gravity
0.8) and is pressurized to 100 psig at a sea-level pressure of 14.7 psia. The peak boost
acceleration of 9g occurs at an altitude where the ambient pressure is 5 psia and at
a time when the depth of the unexpended fuel is 100 in. Determine the ultimate
bursting pressure at the bottom of the tank at this time assuming an ultimate factor
of safety of 1.25. [Ans. Putt = 173 psi.]
1-3. The nose of a cargo airplane is at a body station (BS) of 0 in. The loaded plane
weighs 150,000 lb, and its center of gravity is at BS 250. The centers of pressure of
the aerodynamic forces on the wing and tail are respectively at BS 200 and 550. The
fuselage is 600 in. long and together with its contents weighs a constant 150 lb/in.
The tail weighs 2000 lb and has a center of gravity at BS 560. Determine the ulti-
mate shear and bending moment in the fuselage at BS 200 for a limit trimmed (no
pitching acceleration) maneuver load factor of n = 3g including gravity. Assume
a 1.5 factor of safety. [Ans. Vult = 115,000 lb, Mult = 8.7 X 10
6
in.-lb.]
B.S. 0
Fig. P1-3
1
wn
200 250 550 600
1-4. A 96,600-lb transport airplane has a mass moment of inertia of 48,300,000 lb-in.-
sec2 about a pitch axis passing through its center of gravity. During landing, when
flllllllllf(, JI N
l '' 111d ynu rni e lift li O. tim s th w ight, it is uhj t dt th groun l 1 ads sh wn.
f , 1' '''"''" (11) t.ho limit-1 ad fa t r in th v rti al dir Lion at th c nt r f gravity
11d (/1) t,l11 lirnit pitcbing accel rati n in radians p r second per s ond. [Ans.
:1./i(l; (b) 0 = O. 89 rad/ ec
2
.]
250,000 lb
Fig. Pl-4 and 15
11 1 Ir Pt roni s package weighing 100 lb is located 400 in. aft of the center of gravity
11 litt rt ll'plnn f Prob. 1-4. Determine the ultimate verticalload that the package
tlfiJIIII 1 ltr' JI.(I ts are subjected to during landing. [Ans. 664lb.]