Documente Academic
Documente Profesional
Documente Cultură
Kharkiv, 2015
Manual is dedicated to calculation of loading for highly-aspect ratio wing. It
consists of the following sections: wing geometric parameters and mass data
estimation; loads calculation and diagrams plotting of shear forces, bending and
reduced moments by wing span.
2
INTRODUCTION
3
1. AIRPLAIN GENERAL DATA
Comment.
a. Masses in integer kg.
b. Speeds in integer km/h
4
1.1. WINGS GENERAL DATA
The airplane category (transport, normal, acrobatic, etc.), take-off mass t are
given to the final developments assignment.
From previous course project by discipline Airframe the following data is made
out:
1) Wing geometrical data;
2) Masses of wing-accommodated units (masses of engines, landing gears,
external and internal fuel tanks, etc.), and each of themes centers of gravity;
3) Airfoils relative thickness.
4) Cruise speed and cruise height.
If the geometrical sizes not specified in exposition (lengths of root and tip chords,
centers of gravity aggregates for units etc.) are possible to remove directly from the
drawing.
It is impossible to select a delta-wing airplane as in the given manual the design
procedure of a highly-aspect wing is explained as the prototype.
Geometrical data of a wing make out from exposition of the airplane. By these
data it is necessary to execute figure of a half-wing in two projections (top and front
views).
If a plane has swept-back wing and the sweep angle on the leading edge are
more than 15 it is necessary to enter an equivalent straight wing and all further
calculations to carry out for this equivalent wing. A straight wing enter by turn of a
swept-back half-wing so that the stiffness axis of a straight wing was perpendicular to
axes of a fuselage, thus the root br and tip bt chords sizes decrease, and the size
Lw/2 of a semi span is increased. The sizes Lw/2, br and bt, are required for the
further calculations and they are taken directly from the figure. At turn of a swept-back
wing it is possible to mean, that the stiffness axis is located approximately on distance
0.4 b from the leading edge where b is the wing chord.
At calculation of Lw/2 semi span size the plane's design is taken into account:
a low-wing, a mid-wing or a high-wing monoplane. In these designs carrying ability of
the fuselage part of wing owing to influence of interference is various. For a low-wing
monoplane it is recommended do not take into account bearing ability of an fuselage
part of wing and to accept value equal to distance from the tip of a half-wing
(straightened in case of a swept-back wing) up to an onboard rib as Lw/2 parameter.
For a mid-wing monoplane and a high-wing monoplane in quality semi span we
receive the distance from the tip of a wing up to an axis of the plane as Lw/2. The
wing area Sw is determined by the formula:
5
The received value of the area must coincide with the area of the airplane with
swept-back wing for mid-wing and high-wing airplanes. For convenience of realization
of the further calculations figures of a wing (see fig. 1.2.1, 1.2.2 and 1.2.3) should
contain maximum quantity of the information. So, on the top view of a half-wing
following characteristic lines are put by dotted, a stroke dotted or by light lines: a
center-of-pressure line, the center of gravity (c.g.) line of cross sections of a wing and
lines of spars.
The locations of aggregate's centers of gravity (landing gears, engines, fuel tanks
etc.) are indicated by the sign, and value and direction of the appropriate mass
concentrated forces - by vectors. The areas are occupied by fuel tanks, on both
projections are shaded. Centers of tanks weight are also indicated by the sign. In
figures the geometrical sizes and numerical values of the concentrated forces are put
down.
The explanatory book should contain geometrical and aerodynamic characteristics
of the chosen airfoil. In the final development it is supposed, that all wing cross
sections have the same aerofoil.
The relative coordinate of a center-of-pressure line can be found by the scheme:
the given design limit loading condition - lift coefficient (for cases B, C and D it is
calculated) - the appropriate angle of attack (see ap. 1) - relative coordinate of
center-of-pressure line cp.
The wing's gravity center in cross section is located approximately on distance of
40 - 45 % of a chord from the leading edge.
Gravity centers coordinates of aggregates are made out from the description of
the airplane - prototype or chosen independently, being guided by the knowledge
acquired in another subject matters of aggregate's design features. For example, the
center of gravity for a turbojet is placed in area of the turbine compressor, but not in
area of a jet nozzle.
At gravity center positions estimation of landing gear primary struts if the ones
are located in a wing, it is possible to use the following statistical data:
ll = (0.2 0.25)Lw, bl = (0.5 0.7) b, where the Lw is a wing span, the b is a wing
chord; the ll - is the landing gear base, the bl - is a distance from the leading edge
wing to gravity center of the primary strut in the retracted position.
6
engine fuel tank
br bt
q center of gravity
qt
qa
0 qf Z
Qc
0 Qt
Qd
7
Mc
Z
Mtot
Md
M, kNm
mz, kN Z
Mz, c
Mz, kNm Z
Mz,t
Mz, d
8
X
equivalent straight wing
axis of
stiffnes
s
swept wing
center of
ck pressure reduced axis
rk e d
h
9
2. DETERMINATION OF LIMIT LOAD FACTOR.
Note: the total load Mtl is equal to the sum of the fuel and the payload.
Let in a wing there is a freight dropped in flight with weight of G* (the tank-
section containing fuel with weight G*), which gravity centre is located in the -
cross section with coordinate z (fig. 3.2). Bending moment in the designing cross
section 1-1 depends from the relative - section's position and force coordinate
which is the resultant of an air load, operating on a segment covered with Scut area,
located on the right of the 1-1 cross section. Considering approximately, that air
loading is constant on all wing area, we can write down:
S S
Py M t g cut Gt cut (3.1)
Sw Sw
where Gt M t g - is take-off weight of plane, Sw wing area.
If the G* load is present, the 0 bending moment in the 1-1 cross section is
defined by the formula:
S
0 = Gt cut z0 G* ( z z1 ) . (3.2)
Sw
At the G* loads dropping the force is decreased by the value
S
Py ( Gt 2G* ) cut . (3.3)
Sw
Thats why the * loads post dropping bending moment in 1-1 section is equal
to
Scut 2 Scut
* = Gt z0 G * z0 .
Sw Sw
11
X
Front
xf spar
Rear spar
The 0 and * , moments are equal to each other if the given identity is right
z z* z1 z0 ( 2Scut / S w ) .
If the load has the z z* coordinate, than at its dropping * > 0 , therefore,
the bending moment is increased in the 1-1 section.
Thus, to the 1-1 designing cross section a case when freights dropped in flight
are not taken into account, and fuel from tanks sections is consumed which gravity
centers coordinates exceed the z* is more dangerous. At this stage the calculations
12
are necessary to perform for the Gfl flight mass which can be received, subtracting
from the Gt take-off weight the dropped freights and burnt out fuel. Mass of the
dropped freights and burnt out fuel in the further calculations is not taken into
account.
The z0 parameter is defined from the geometrical construction (fig.3.3) or by the
formula
l 0 b 2a
z0 .
3 b a
For all student designing cross section is assigned under z =0.2. In this case
designing flight mass Mfl is equal:
M fl M t 0.2M f , (3.4)
where Mf is total fuel mass.
The wing is influenced by the air forces allocated on a surface and mass forces
caused by a wing structure and by the wing-arranged fuel, the concentrated forces
from the wing - arranged units' masses. Mass forces are parallel to air forces, but are
directed to the opposite side. The fuel tank is expedient to divide on tank-sections and
mass of everyone tank-section to concentrate in its gravity center. Then the fuel-
distributed load is possible to replace by a set from the concentrated forces.
In FAR, JAR, ARU load factors ny are prescribed in body frame of reference for
plane xp, yp, zp (fig. 4.1). We must calculate wing loads in body frame of reference for
wing xw, yw, zw (fig. 4.1). From aerodynamic we have speed frame of reference xa, ya,
za (fig. 4.1). Therefore we must recalculate loads from body frame of reference for
plane xp, yp, zp to body frame of reference for wing xw, yw, zw (fig. 4.1) with using of
speed frame of reference xa, ya, za
13
In speed (aerodynamic) coordinate system the resultant air force R has two
components: the Y - lift directed perpendicularly to vector of flight speed and the
Xa =Q - drag force directed opposite to flight (fig. 4.1).
From designing you should know that wing has wing angle of incidence a. This
angle is angle between body axis for plane xp and body axis for wing xw (fig. 4.1).
The lift coefficient is calculated in body frame of reference for plane xp, yp, zp
from equation of equilibrium because we have load factor from AR in body frame of
reference for plane:
HV 2
n M fl g n G fl C y
l l
Sw .
2
In the SI we have from this formula:
2n l M fl g
Cy ,
HV 2 S w
where H is air density on HC in SI, V=VC cruise airspeed in m/s, Mfl
designing flight mass of plane in kg mass.
By the value of Cy you can estimate the angle of attack with accuracy within 1o,
drag coefficient Cx and the relative coordinate of pressure center Ccp from
aerodynamic characteristic of airfoil (Appendix 1).
The angle between the resultant air force R and Y lift force (fig. 4.1) is
equal:
X C C
arctg a arctg x tg 1 x (4.1)
Y Cy Cy
From aerodynamic and designing you must know wing angle of incidence - a
(fig. 4.1). You can take this angle from your home task by your airplane or from
statistic take mean value a=2.
By those values we can calculate resultant air force R (see fig. 4.1):
14
Fig.4.1 Distribution of the aerodynamic load by axes.
On the basis of stated it is enough to plot diagrams of the shear force and
bending moment by a wing from effect of the efforts in wing coordinate system. The
shear force and bending moment in the given cross section from the loads in wing
frame of reference, we can receive by (4.2, 4.3).
The wing strength is determined in ultimate, instead of limit loading condition.
Then also diagrams of shear forces and bending moments it is convenient to plot
from ultimate, instead from limit loadings. At calculation of ultimate loads in the
beginning we find the ultimate load factor by the formula:
, (4.4)
l
where the n is the limit load factor for the given design limit loading condition;
the f - is the safety factor.
According to AR-25, FAR-25, JAR-25 unless otherwise specified, the factor of
safety of f=1.5 must be applied to the prescribed limit load are considered external
load on the structure.
By the value it is possible to find the ultimate loads. So, lift and a component
along an axis yp from resultant mass load of a wing structure are found by the
formulas:
. .
, (4.5)
where the Gw, Mw are weight and mass of wing.
In wing frame of reference, we must use (4.2, 4.3) and we have:
.
, [N],
, (4.6)
15
where the Yw, Pww are resultant air force and resultant inertial force in wing frame of
reference.
Load components acting along the yw axis from effect of a concentrated mass
of the aggregate is calculated by the formula:
. (4.7)
where the Gg, Mag - are the units weight [N] and units mass [kg].
The Y air load in wing frame of reference is allocated according to the relative
circulation low, i.e.
. z
, z , (4.1.1)
0.5 Lw
where ( z ) - is relative circulation, Mfl - is the designing flight mass of the plane
(3.4), nu ultimate load factor, Lw wingspan, - is distributed aerodynamic force
by yw.
For distributed load we have next sign convention - if distributed load is
directed upward it has positive sign, if distributed load is directed downward it
has negative sign.
The function ( z ) depends from many factors, from which in the given work
you should take into account only the dependence from wing taper and sweepback.
Relative circulation in this case is determined by the formula:
( z ) = f ( z ) + ( z ) , (4.1.2)
where ( z ) is amendment on the wing sweep, f ( z ) function values for flat
straight trapezoidal center-section-less wing are reduced in Appendix 3.
This amendment is calculated by the formulas:
( ) ( 45 )
, (4.1.3)
45
where the is the designing wing sweep on the chords fourth, angle in degree,
(45) is amendment for wing sweep on the chords fourth which is equal 45. This
amendment was given in Appendix 4.
For calculation f ( z ) you should know wing taper which is designated through
and is equal to:
br / bt ,
where br is root chord of wing, bt tip chord.
16
4.2. THE WING STRUCTURE MASS LOAD ALLOCATION.
Table 4.3.1
The , , and qt distributed loads calculations scheme
i b( z ), f a kN w kN
q , kN
qy , y mq ,t
m m m
1 2 3 4 5 6 7 8 9
0 0
1 0.1
2 0.2
3 0.3
4 0.4
5 0.5
6 0.6
7 0.7
8 0.8
9 0.9
10 0.95
11 1.0 0 0 0 0
17
The total distributed wing load is calculated by the formula:
qt q ay q wy . (4.3.1)
It is also necessary to plot the , and qt functions in the same coordinate
system and in the same scale (see fig. 1.2.1).
In this formula you should summarize in algebraic sense with account of sign.
The concentrated mass forces from aggregates Ppw (4.5) also put on figure of a
wing (see fig. 1.2.1). Thus it is convenient to show forces by vectors and to put down
a value of these forces.
Q q( z )dz ,
0.5 Lw
z
M
Lw
Q( z )dz (4.4.1)
2
You must yourself to determine signs for q, Q, M according to sign convention
from mechanic of materials see fig. 4.4.1.
The calculation scheme is given in the tab. 4.4.1, which includes the following values:
zi 0.5( z i 1 z i )Lw ; z11=0, (i =10, 9... 1, 0),
, . , , , Q11 = 0, (i =10, 9... 1, 0),
Q i Q i Q i 1 . Q11 = 0; (i = 10, 9... 1, 0),
. , M11 =0, (i =10, 9 1, 0)
M i M i M i 1 ., M11 = 0; (i = 10, 9 1, 0) (4.4.2)
where z10 is distance between cross-section number 10 and cross-section number
11 and so on; accordingly Q11=0 is increment of shear force in cross-section
number 11 from distributed loads out tip wing. Q10 - is increment of shear force in
cross-section number 10 from distributed loads on site between 10 and 11 cross-
sections and so on; Q11=0 is shear force in cross-section number 11 from
distributed loads out tip wing. Q10 - is shear force in cross-section number 10 from
distributed loads on site between 10 and 11 cross-sections and so on; M11=0 - is
increment of bending moment in cross-section number 11 from distributed loads out
tip wing. M10 - is increment of bending moment in cross-section number 10 from
distributed loads on site between 10 and 11 cross-sections and so on; M11=0 is
bending moment in cross-section number 11 from distributed loads out tip wing; M10 -
is bending moment in cross-section number 10 from distributed loads on site between
10 and 11 cross-sections and so on.
18
Q>0
M>0
Fig. 4.4.1. Sign convention for a shear force Q and bending moment M.
20
Table 4.4.2
The Qic(z) shear forces and the ic(z) bending moment are affected by the
concentrated load.
i zi zi,. Q i . Q i . M i . M i .
m kN kN kNm kN m
1 2 3 4 5 6 7
0 0 0 Q0 M0 M0
1
2
3
4
5
6 ...
7 Q7=Q9
8 ... Q8=Q9 M8 M8 =M8
9 0.9 z9 Q9 Q9 = Q9 /0 0 0
10 0.95 z10 0 0 0 0
11 1.0 0 0 0 0 0
Table 4.4.3
The total Qtot(z) shear forces and the total itot(z) bending moment are affected
by all forces.
i Qid. Qic. Qitot. Mid. Mic. Mitot.
kN kN kN kN*m KN*m kNm
1 2 3 4 5 6 7
0
1
2
3
4
5
6
7
8
9
10
11
Those bending moment and shear forces were calculated in the wing system
coordinate yw, xw, zw (see fig. 4.1).
An origin is placed in the gravity centre of wing cross section on longitudinal axes
of wing cross section xw. According to fig. 4.1 it is possible to write down:
21
,
, (4.4.4)
,
.
where the 2=- is the angle between total aerodynamic force R and lift
force Yw in wing frame of reference (see 4.1), the Qtot and Mtot are shear force and
bending moment in the design cross sections in wing coordinate system, taken from
the table 4.4.3; the Qyw ,is normal shear force which acts by axes yw in the wing
coordinate system and Qxw is shear forces which acts by axes xw in the wing
coordinate system; the Myw is bending moment in the design cross sections in the
wing coordinate system relative axes yw and Mtot = Mxw is bending moment in the
design cross sections in the wing coordinate system relative axes xw.
If <, which is usual for the A critical loading condition, than 2= - <0 and
hence the Qxw and Myw vectors change their direction to the opposite one.
You should calculate values Qyw, Qxw, Mxw and Myw only for your design cross
section and write down in table of result.
At plotting of the diagram of the reduced moments in the beginning we set a
position of an axis of reduction (fig. 1.2.1). This axis is parallel to an axis z (strictly
speaking the axis of reduction should be a parallel axis of stiffness centers of a wing).
Further you should plot a diagram of the distributed reduced moments mz affected by
the distributed loads and . For the moment mz the formula is received writing
down the moment from the specified loads concerning an axis of reduction. At
calculation mz it is necessary to mean, that the adduced moments are calculated in
wing frame of reference. Thus assume that frontal components lay in a plane xw0zw
and, hence, moment about axis of reduction does not give (fig. 4.4.2).
qa
reduced
axis
e
qw
22
The distributed reduced moment mz affected by the distributed loads and
is equal:
(4.4.5)
where the e and the d are distances from load points and to the reduction axis.
The moment is considered like positive if it acts on pitching relative to the
reduction axis. The and d values are taken from the fig. 1.2.3.
You can compute their by formulas:
d i zi tg x c .g bi 0.5 Lw z i x c .g bi .
. . . . ,
0.8( br bt )
tg ,
Lw
where z i - is the relative coordinate z for i-th cross section (column 2 from table
4.4.2). x c .g - is relative coordinate of wing center of gravity.
Integrating the diagram mz we receive the reduced moments Mzd affected by
the distributed loads. The scheme of calculation is shown in tab. 4.4.4 in which
designations is entered:
M zid 0.5( m zi 1 m z ,i )z i M z ,11 M z ,11 0 ;
M z ,i ,d M z ,i 1,d M z ,i ,d , (i = 10, 9....., 0).
In the explanatory book you should plot diagrams mz and Mz (a diagram Mz is
shown on fig.1.2.2 by a dashed line). In a coordinate system for the moments Mz also
it is necessary to result a diagram of the reduced moments affected by concentrated
masses (on fig. 1.2.2 it is shown by a light line).
Affected by a concentrated mass of the i-th aggregate the increment of the
moment M z ,c ,i is found out by the formula:
,, , , (4.4.7)
where the ri is the distance from the i-th concentrated mass gravity center to
reduction axis (it is measured on the drawing). Pw,ag,i is design inertia force by
formula (4.7). The moment M z ,,c ,i is positive if it acts on pitching. This increment you
have only in point where you have aggregates. In any points this increment is equal
zero. Reduced moment Mz.c.i is calculated by the formula:
M z ,c ,11 M z ,c ,11 0 ;
M z ,c ,i M z ,c ,i 1 M z ,c ,i . (i = 10, 9.....,0). (4.4.8)
In the point with aggregates we have jumps of reduced moment (see fig. 1.2.2).
For this table we take Mz i d from table 4.4.4 and total reduced moment you
should compute with account of signs by the formula:
Mz tot = Mz d + Mz c (4.4.9)
23
Table 4.4.4
Reduced moments calculation scheme from distributed loads
i zi, . , ei , di mz i M zid M z id
m kN /m m kN /m m kN kN m kN m
1 2 3 4 5 6 7 8 9
0 , e0 , d0 mz 0 M z 0d
1
2
3
4
5
6
7
8
9
10 z10 , e10 , d 10 m z 10 M z 10d M z 10 d
11 z11 , e11 , d 11 m z 11 0 0
Table 4.4.5
Calculation scheme of reduced moment from concentrated loads and from all loads.
It is also necessary to plot the M z ,tot total reduced moment diagram (on fig.
1.2.2 it is shown by the solid line).
24
4.5. LOAD CHECKING FOR WING ROOT CROSS SECTION
Shear forces, bending and reduced moments values are checked in the root
cross section by the formulas:
, . . , , [kN],
, . . , , [kNm],
, , . . , (4.5.1)
Here Mfl is designing flight mass of plane from (3.4). Mw the wing mass. is
the distance from root section to the air resultant load point; ck - is the distance from
root section to the k-th aggregate's gravity center and fuel tanks; e and d are
distances from the axis of reduction to points of interception of a plane z=c with the
center-of-pressure line and with the c.g. line; rk - is the distance from an axis of
reduction to the k-th aggregate centre of gravity and fuel tanks. In list of aggregates
you should include all aggregates of wing engines, landing gears, fuel tanks and so
on. Value C is found with the help of geometrical construction or by the formula:
Lw 2
. (4.5.2)
6 1
where the is the wing taper. Values ck. and rk are taken from fig.1.2.3 and
parameters e and d values from drawing (see fig.1.2.3) in the z = c cross section.
Summation in the right parts of adduced formulas is distributed to all
concentrated masses located in one half-wing. Error of calculation of values , ,
, , and , , should not exceed value 1, 10 and 15 % accordingly in relation to
the appropriate values taken from tables in root cross section.
By values of shear force and the reduced moment it is possible to find out
point of application for shear force on a wing chord in design cross section:
, ,
, (4.6.1)
,
The xr coordinate is count off from the reduction axis. The resultant position is
necessary to be shown by an asterisk on the wings top view (see fig. 1.2.1). You
should calculate this value only for your design cross section i=2.
25
Table 4.6.1
Results of calculations
Design loading condition C
Design flight mass (kg) - Mfl
Limit load factor - nl
Safety factor - f
Ultimate load factor - nu
Fuel mass in 1-st fuel tank (kg) - mf1
Fuel mass in 2-nd fuel tank (kg) ) - mf2
Fuel mass in 3-rd fuel tank (kg) - mf3
Wing span (m) (for equivalent wing)- Lwe
Wing taper (for equivalent wing)
Wing aspect ratio (for equivalent wing)
Root wing chord (m) (for equivalent wing) - br
Tip wing chord (m) (for equivalent wing) - bt
Relative thickness of airfoil (%) - c
Number of airfoil
Designing cross section z 0.2
The bending moment for designing cross section (kN*m,
form. 4.4.4)
The bending moment for designing cross section (kN*m,
form. 4.4.4)
The shear force for designing cross section (kN, form.
4.4.4)
The shear force for designing cross section (kN, form.
4.4.4)
The distance from reduced axis up to application point of
resultant shear force , (m, form. 4.6.1)
The angle of attack (degree)
The angle between resultant air force and lift force (degree)
Comment.
a. Masses in integer kg.
26
APPENDIXIES
27
Appendix 1
Characteristic of airfoil
0 0 0 0 -4 -0.30 0.014 -
28
The airfoil NACA 0012
0 0 0 0 -4 -0.30 0.015 -
29
The airfoil NACA 0015
0 0 0 0 -4 -0.30 0.014 -
30
The airfoil NACA-21012
X Yt Yb h Cx Cm Ccp
31
The airfoil NACA-22012
XX Yt Yb Ym h Cy Cx Cm Ccp
32
The airfoil NACA - 2210
100 0 0 0 0
33
The airfoil NACA -2212
0 0 0 0 -4 -0.17 0.0110
34
The airfoil NACA -2214
35
The airfoil NACA-23012
36
The airfoil NACA - 2309
0 0 0 0 -2 0.00 0.009 -
100 0 0 0 0
37
The airfoil NACA 2312
0 0 0 0 0 -2 0.00 0.003 -
38
The airfoil NACA -2315
0 0 0 0 -4 -0.19 0.013
39
The airfoil NACA-2412
100 0 0 0 0
40
The airfoil NACA-2415
X Yt Yb Ym h Cy Cx Cm Ccp
41
The airfoil NACA-2409
0 0 0 0 0
42
The airfoil NACA-23015
43
The airfoil NACA-23009
44
The airfoil NACA-32012
X Yt Yb Ym h Cy Cx Cm Ccp
45
The airfoil NACA-24012
X Yt Yb Ym h Cy Cx Cm Ccp
46
The airfoil CLARK-YH
47
The airfoil CAGI 6-8.3%
0 0 0 0 -2 0.034 0.0110
100 0 0 0
48
The airfoil MUNK- 1
100 0 0 0
49
Appendix 2
THE STANDARD ATMOSPHERE IN SYSTEM SI.
50
Appendix 3
RELATIVE CIRCULATION BY WINGSPAN STRAIGHT TRAPEZOIDAL
CENTER-SECTION-LESS FLAT WING
f (5 10)
z =2z/l = 1 = 2 = 3 = 4 = 5
0.0 1.1225 1.2721 1.3435 1.3859 1.4157
0.1 1.1261 1.2624 1.3298 1.3701 1.3987
0.2 1.1196 1.2363 1.2908 1.3245 1.3490
0.3 1.1096 1.1890 1.2228 1.2524 1.2711
0.4 1.0961 1.1299 1.1484 1.1601 1.1703
0.5 1.0765 1.0590 1.0570 1.0543 1.0561
0.6 1.0457 0.9814 0.9571 0.9419 0.9343
0.7 0.9954 0.8988 0.8538 0.8271 0.8098
0.8 0.9138 0.8032 0.7430 0.7051 0.6784
0.9 0.7597 0.6513 0.6090 0.5434 0.5115
0.95 0.6599 0.5151 0.4593 0.4092 0.3798
1 0 0 0 0 0
Comment.
1. Wing has not center-section (2 lc = 0).
2. Wing is flat.
3. Wing aspect ratio is equal to Lw S w .
2
51
Appendix 4
THE (45) AMENDMENT FOR WING SWEEP ON THE CHORDS FOURTH
WHICH IS EQUAL 45.
52
Appendix 5
MINISTRY OF EDUCATION AND SCIENCE OF UKRAINE
National Aerospace University
Kharkiv Aviation Institute
Strength Department
Explanatory book
Fulfilled by:
Checked up by:
Kharkiv 2015
53
REFERENCES
1. . .
. . . 1985.
2. . .
. . . 1992.
3. . .. . .
. . 1978.
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CONTENTS
INTRODUCTION....3
1. AIRPLAIN GENERAL DATA4
1. 1. WINGS GENERAL DATA5
1.2. WINGS GEOMETRICAL DATA..5
2. DETERMINATION OF LIMIT LOAD FACTOR...10
3. WINGS MASS DATA 10
4. WINGS LOADS CALCULATION ....13
4.1. AIR LOADS ALLOCATION BY THE WINGS SPAN. 16
4.2. THE WING STRUCTURE MASS LOAD ALLOCATION....17
4.3. CALCULATION OF THE TOTAL DISTRIBUTED LOAD ON A WING.17
4.4. THE CHEAR FORCES. BENDING AND REDUCED MOMENTS DIAGRAMS
PLOTTING 18
4.5. LOAD CHECKING FOR WING ROOT CROSS SECTION25
4.6. CALCULATION OF SHEAR FORCES POSITION IN THE DESIGN CROSS
SECTION...25
APPENDIXIES..27
APPENDIX 1.CHARACTERISTIC OF AIRFOIL..28
APPENDIX 2. THE STANDARD ATMOSPHERE IN SYSTEM SI .......50
APPENDIX 3. RELATIVE CIRCULATION BY WINGSPAN51
APPENDIX 4. THE (45) AMENDMENT FOR WING SWEEP 52
APPENDIX 5. THE COVER PAGE ....53
REFERENCES54
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