Lecture #22(14).

Strength conclusion
Plan:
1. Strength conclusion of the wing cross section
2. Calculation of the elastic center position
3. Computation of deflections for a wing of the big aspect ratio
4. Calculation of torsion angle for a straight wing

1. Strength conclusion of the wing cross section.

For spar caps, stringers and skin excess strength factors and the strength
conclusion are estimated by results of calculation normal and shear stresses for the cross
section on the given critical loading condition from the shear forces, bending and torque
moments for whole wing. Influence of local loads is not taken into account. For
longitudinal elements - spar caps and stringers the excess strength factors are
calculated so
fi
i , (1)
ai
here fi - is the failing stress in i-th element, ai is the actual stress of the same
element.
In the tension area fi=k1 ut =(0.9 0.95)ut or to directive stress fi=dir, in the
compressed area for spars fi =ut, and for stringers fi = min (cr).
The element is considered strong, if 1(0.95). The cross section is considered
strong if 1(0.95) for all elements. At rationally designed cross-section minimal
excess strength factor is 1(0.95). The others always are more. In a wing bend it
cannot be that all were identical.

spar

ut Ec sp

Ec st

stringer

cr st
skin

cr sk

ut sp

Fig. 1. The diagram of deformation for a panel.

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 In attaching points of the skin to stringers strains are equal to:
sk=st, (2)
and accordingly:
E csk
sk st . (3)
E cst
Values c are taken for strains, received at the calculation of normal stress.
According to third strength theory from mechanic of materials in median plane
equivalent stress in junction of skin with stringer are equal to:
e E
sk s2 ( csk ) 2 4 2 . (4)
E cst
The excess strength factors are calculated by the similar formula:
,i
i fsk . (5)
esk ,i
At compression we should take ut as failing stress and at tension we should take
f,i=k1 ut or dir. Calculation is conducted on all sites of a skin from two sides of each
longitudinal element, as they have different shear stress.
In case of skin buckling additional stresses are appeared in cross direction of a
skin as it was considered earlier. Thus, in a skin there is two-dimensional stress state. In
this case skin stresses close stringers are equal to:
=q ,
x= -cr, (6)
z=a +-cr,
here cr is critical shear stress for the given element.
According to criterion of distortion energy the strength condition looks like for
skin
skefsk, (7)
where
ske x2 z2 x z 3 2 . (8)
In the compressed area failing stress fsk is equal to ut , and in the tension area
f,i=k1 ut or dir.
Similarly calculation is carried out for spar web. Too the excess strength factor is
similarly calculated.

2. Calculation of the elastic center position

Position of the elastic center should be known for the further calculations of wing
aeroelastic characteristics. Calculation is carried out after stress calculations; therefore it
is expedient to use a method of the fictitious moment. The elastic center is a point in
cross section of a wing, under the application of shear force in which, there is no
twisting of a contour.
The sequence is those for calculation of position of the elastic axis:
2
 1. We graph qt, we show a direction of SF on sites by arrows.
2. We determine a relative angle of twisting for the first contour, for this purpose
the unit torque is put to a contour (fig. 2).

Fig. 2. Loading the first contour by the unit torque.

qq q q
1 t 1ds ti 1ds ; (9)
G G
If we have received 1' >0, hence, the twisting is occurred at direction of the
enclosed unit torque.
3. We put unit torque to both contours (fig. 3).

Fig. 3. Loading the whole cross section by the unit torque.

In this contours torques operate which are equal to:

M1 q011 ; M2 q02 2 . (10)
For a computation q01 and q02 let's write down two equations.
M 1 M 2 1
(11).
1 2
Let's write down the second equation in more detail

M1 M 2 1 ;
11 M 1 12 M 2 21 M 1 22 M 2 ,
here
M1 M
q01 ; q02 2 ; 1 11 M 1 12 M 2 ;
1 2
In this system all factors are earlier determined at calculation of shear stress.
Thus, it is possible to calculate a relative torsion angle of the first contour under
application of the external unit moment on all section.
4. We compute position of the elastic center.

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 The reduced cross section is considered as linearly deformable system, then
torque is proportional to a relative torsion angle that is:
M T A 1 , (12)
where A is unknown factor.
Similarly under application of the unit torque M =1 we have:
M A 1 . (13)
Let's divide (12) on (13)

MT 1 , (14)
1
Thus, T it is equal to the attitude of relative twisting angles of contours.
On the other hand MT it is equal to product shear forces on distance up to the
elastic center of rigidity:
1
M T Qd ec = (15)
1
where dec is the distance from the application point of shear force up to the elastic
center. This value is equal to:

d ec 1 . (16)
Q 1

3. Computation of deflections for a wing of the big aspect ratio

The knowledge of deflection size is necessary at calculation of a control system,

aileron efficiency and an estimation of influence of elasticity on aerodynamic
characteristics. Deflections of a wing we find as the sum of displacement from bending
moment and shear force:
y=yM+yQ. (17)

3.1. Deflection from bending moment

Vertical deflections of a wing from bending moment we shall find as result of

integration of the elastic axis equation for a beam. We consider that calculation of
normal stress was carried out by reduction factor method.
From mechanic of materials the equation of an elastic axis is:
d 2 ym Mx
; (18)
2 E I
dz r rx
here is bending moment concerning an axis , rIrx - is bending stiffness factor
for the reduced cross section.
Sequence of calculation is next:
1. We graph bending moments.
2. We graph bending stiffness factor for the reduced cross sections.

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 dy m
3. We graph (angles of deviation) on wing span as a result of integration of
dz
the elastic axis equation. Integration is begun from the side rib of wing, as angle of
deviation is equal to zero for this cross section
z
dy m Mx
dz

Er I rx
dz . (19)
0
Or as the sum
k
dy m M
dz
Er Ixirxi z . (20)
i 1
dy m
4. Let's calculate deflections of a wing as a result of integration of diagram .
dz
Integration it is begun from side rib as in a place of fastening to a fuselage the deflection
is counted equal to zero.
z
dy k dy
y m ( m )dz i 1 m z . (21)
0 dz dz

3.2. Computation of deflections from shear force

We consider that calculation of shear flow in cross sections of a wing is carried

out. For calculation of deflections from shear force we apply advantage of Mohrs
formula. For that we put unit shear external force in the elastic center of each cross
section. From this force it is necessary to construct diagram of shear force as for
external loading.
1. The relative deflection from shear force is equal to:
dyQ qq
t t dS , (22)
dz G
here
qt q p q01 q02 ; qt q p q01 q02 .
2. We compute wing deflections from shear force as a result of integration of diagram
dyQ
. Integration is begun from side rib.
dz
z
dyQ
yQ (
dz
)dz . (23)
0
Integration is conducted by the numerical method:
k
dyQ
yQ
(
dz
)z . (24)
i1
The total deflection is equal to:

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 y =yM +yQ
Usually the deflection is neglected for wings of the big aspect ratio from shear
force.

3.3. The simplified estimation of deflections

At design stage we assume at estimation of the wing deflections, that the wing is
executed as full-strength structure and has mean depth Hm. We consider unit length of
the wing compartment.
The angle of deviation one cross section concerning another is equal to:
1
tg ; (25)

here - is radius of curvature for the elastic axis.
On the other hand we have

(t c )
tg ; (26)
Hm
here t, c are deformations of tension and compression in the bottom and top panels of
a wing.
We consider, that the physical law is linear
t
t ;
E
c
c
, (27)
E
t, - stresses of tension and compression. Then, according to the equation of an elastic
axis of a beam we have:

d2y 1

. (28)
dz 2
Let's integrate once this equation, we shall receive

dy 1 z
dz

dz c1 c1 .

(29)

Boundary condition at z=0 is that the angle of deviation is equal to zero for cross section
dy
0 =c1. (30)
dz
Therefore c1=0.
Let's to integrate second time
z z2
y

dz c 2
2
c2 . (31)

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 At cross section z= rf that is on side rib of the fuselage, the deflection is equal to
zero y=0, hence
r f2
c2 = , (32)
2
Therefore
1 2 2
y= ( z - rf ); (33)
2
or
-b 2 2
y t ( z - rf ) . (34)
2 EH m
where rf is the radius of fuselage.
The maximal deflection of wing tip is at z=Lt,
-b
y max t
2
( Lt - r f2 ) (35)
2 EH m
Example: t = c =250 MPa; Hm=0.25 m; Lt= 5 m; rf=0.5 m; E=72 GPa
6
2 250 10
y max = ( 25 - 0.25 ) = 0.344 ( m ) ;
9
2 72 10 0.25
y max
= 7 .
Lt
For wing of the big aspect ratio the maximal deflections of a wing can make 10-
12 % from length of the outer wing under limit loads.

4. Calculation of torsion angle for a straight wing

We consider that calculation of shear flow in cross sections of a wing is carried

out. We graph of relative torsion angle for all cross sections, by putting to one of
contours, for example 1, the unit torque
qq
1 t 1dS . (36)
G1
The diagram 1 is plotted from side rib.
The diagram of the torsion angle we receive as a result of integration 1 on the
length of the outer wing
z

1 dz . (37)
0
Integration is carried out from the side rib, considering that the torsion angle in
the cross section of the side rib is equal to zero.
Torsion angles of contours are identical; this equality is provided by ribs a wing.

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 4.1. Estimation of torsion angle
At the approximate calculation of torsion angle we consider that diagram of
relative angles is linear. Then we have:
0 ( 1 z ) , (38)
z
where z = - is relative coordinate z, 0 - a relative torsion angle in the cross
Lt
section of the side rib which can be found so:

MT 0
'0 = (39)
GI T 0
here MT0 is torque in the cross section of the side rib, GIT0 is the torsion rigidity in
the cross section of the side rib.
We must to integrate on the wing length:
z 2

0, 1 z dz 0, z z (40)
0 Lt 2 Lt
The maximal value of the torsion angle is on the wing tip at z=Lt,
L2t '0 Lt

max '0 Lt = (41)
2 Lt 2