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These airplane wings are shaped differently than those used for training or passenger and cargo transportation. Although the airplane is comparatively more difficult to control, its maneuverability and possibilities involving lift are increased.
This enables the pilot to perform barrel rolls, impressive banks, rapid acceleration, and even loops. The difference between these kinds of aircraft is possible due to wing dihedral. This term refers to the angle of the aircraft wing in relation to its roll axis. In general, the more dihedral a wing has, the less lift it will command. Large cargo airplanes are designed with a great deal of dihedral with an eye to stability. Conversely, some fighter aircraft have zero or even negative dihedral.
On airplanes with a greater amount of dihedral, wingtips and tail surfaces are located above the roots. An entire post could easily be made about the function of winglets alone. They act as tiny little wings which help the main wing by generating lift of their own. Winglets tend to appear on passenger aircraft because they increase the lift of an airplane without also calling for a longer wingspan.
Winglets work by directing airflow along the upper wing. They reduce wingtip vortices, which is air whipping in a circle behind a wing in the action of creating lift. Wingtip vortices are frustrating to aeronautical engineers because they counteract the very generation of lift. The size and intensity of the circle in which the wingtip vortices operate is reduced.
This results in greater stability and lessened fuel consumption. The idea of winglets was conceived before powered flight even took place, and the first design for them was patented in Winglets are still undergoing an evolution in design and, like airplane wings themselves, can vary based on the mission of the airplane. Some winglets point straight up in the air.
Others are angled like on the Embraer or are placed on the wingtip itself with two fins, as on the Boeing Max. Sharklets are a form of winglets. These also point straight up in the air. Sharklets were introduced by Airbus in December on the Aneo. While winglets are usually considered a separate part of the wing, sharklets work as part of the wing itself. Airbus estimates that with sharklets, its A increases its range by over miles.
That translates to fewer stops for fuel. Widespread use of sharklets could revolutionize and streamline domestic aviation in the United States, particularly for flights heading West, which tend to experience more headwinds than those flying East. While Airbus has not yet announced a program to retrofit airplane wings with sharklets, increased use of efficient wing and engine design could mean fewer stops when flying cross country.
Every item on the control or outside surface of an airplane can contribute to drag. One way to mitigate this is to reduce the spar cap area as one moves toward the wing tip in such a manner that weight is reduced but the collapse moment is always greater than the applied moment at all points along the wing. Additional spar cap area serves to increase the moment of inertia at that cross-section of the wing, allowing the wing to resist larger bending moments. Completing the full structural design of a new wing is a complex and iterative process.
The analysis described above just represents a small part of the design and stress analysis process. A wing structure would be modeled using a Finite Element FE package and tested for many different load combinations before a prototype is built and tested to the point of destruction as a means to validate the paper calculations and computer analysis.
However, starting with some hand calculations, similar to those shown above is a good way to begin the design process as it ensures that the engineer understands the resulting load paths before creating an FE model. Thanks for reading this Introduction to Wing Structural Design. If you enjoyed reading this please get the word out and share this post on your favorite social network!
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Fundamentals Of Aircraft Design. An introduction to the structural design of an aircraft wing, looking at the wing loading and design of a semi-monocoque structure. Airframe Structure. Bending Moment. Lift Distribution. Loads acting on a Wing A wing is primarily designed to counteract the weight force produced by the aircraft as a consequence of its mass the first post in this series deals with the fundamental forces acting on the aircraft.
Lift is equal to weight plus horizontal tail trim force at 1g Load Factor An aircraft does not just fly straight and level during all phases of operation. A 60 degree bank angle results in a 2g turn The example above illustrates that there are many cases where the aircraft will exceed a loading of 1g.
Limit and Ultimate Loading The maximum maneuvering load factor specified for an aircraft design is known as the aircraft limit load.
Shear and Bending on a Wing A wing is designed not only to produce a lifting force equal to the weight of the aircraft, but must produce sufficient lift equal to the maximum weight of the aircraft multiplied by the Ultimate Load Factor. Lift Distribution and Bending Moment acting on a wing This resulting vertical force distribution over the span of the wing causes the wing to flex and bend upward when it is loaded.
A vertical shear force due to the lift generated. A bending moment arising from the lift distribution. An optimized wing design will fail just as the ultimate loading conditions are reached. A typical semi-monocoque wing structure is shown below with the various components labelled: Typical structural arrangement of a semi-monocoque wing showing the various components labelled Spar Cap flange These consist of the upper and lower flanges attached to the spar webs.
Spar web The spar web consists of the material between the spar caps and maintains a fixed spacing between the them. Wing Ribs The ribs are spaced equidistant from one-another as far as is practical and help to maintain the aerodynamic profile of the wing.
Skin The wing skin transmits in-plane shear loads into the surrounding structure and gives the wing its aerodynamic shape. Analysis Methods What follows is a brief introduction into some methodologies and analyses typically carried out during the design of a new wing structure. Preliminary Structural Layout Before the structural layout of the wing is designed, a preliminary sizing of the wing planform should have been completed to size the wing for its required mission.
The aerodynamic center of the wing exists at approximately quarter chord which is the location on the wing where the moment coefficient is independent of angle of attack.
It is good design practise to locate the main spar near the aerodynamic centre. A rear spar is often required in order to attach the trailing edge flap and aileron surfaces to the main wing structure. If the surfaces have already been specified during the conceptual phase before the structural design is started then these surfaces will form a natural constraint and drive the placement of the rear spar.
Ribs will need to be placed at any points in the wing where concentrated loads are introduced. Common examples such as engine pylons, landing gear, and flap and aileron junctions should guide the placement of the first few ribs.
Additional ribs should be placed equidistant along the span of the wing such that the aspect ratio between the ribs and the skin remains close to one. This aids in unloading the shear in the skin and reduces the tendency for the skins to buckle. Stringers can be added between the spars. This will aid the skin in resisting shear buckling. Example of a preliminary structural layout for a rectangular untapered wing Structural Idealization In order to efficiently analyse the wing structure, a number of simplifying assumptions are typically made when working with a semi-monocoque structure.
The skins and spar web only carry shear loads. Shear Flow Analysis Examining the mathematics behind a shear flow analysis is outside of the scope of this introductory tutorial; rather the methodology and rationale will be discussed. Shear flow analysis on a simple box beam wing structure Collapse Moment Analysis As with the shear flow analysis, the mathematics behind this calculation are complex and outside of the scope of this tutorial.
Wing in bending positive load factor loads the upper skins in compression and lower skins in tension A collapse moment analysis examines the interaction between the wing skin in compression which will tend to buckle and the ability of the spar caps to absorb the extra load transferred if the skins do buckle.
The wing will not fail in bending if the collapse moment is greater than the bending moment at all spanwise locations Since the bending moment is a maximum at the root of the wing, the spar caps will need to be large enough sufficient area so as not to fail in bending. Wrapping Up Completing the full structural design of a new wing is a complex and iterative process. This article is part of a series on Fundamentals Of Aircraft Design.
Fundamentals of Aircraft Design. Load Comments. Share Article. Popular Posts Aeronautical Calculators. Developed by the MDO Lab; see the paper. OpenAeroStruct : A lightweight aerostructural optimization code that can optimize a wing design in minutes on a laptop. It couples a vortex-lattice method VLM and a 6 degrees of freedom 3-dimensional spatial beam model to simulate aerodynamic and structural analyses using lifting surfaces.
AVL is an extended vortice lattice method VLM software that supports aircraft configuration development by offering aerodynamic analysis, trim calculation and dynamic stability analysis, among other things.
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