STRUCTURAL DESIGN OF WING

Introduction

Wings develop the major portion of the lift of a heavier-than-air aircraft. Wing structures carry
some of the heavier loads found in the aircraft structure. The particular design of a wing depends
on many factors, such as the size, weight, speed, rate of climb, and use of the aircraft. The wing
must be constructed so that it holds its aerodynamics shape under the extreme stresses of combat
maneuvers or wing loading. Wing construction is similar in most modern aircraft. In its simplest
form, the wing is a frame work made up of spars and ribs and covered with metal.

Spars are the main structural members of the wing. They extend from the fuselage to the tip of
the wing. The entire load carried by the wing is taken up by the spars. The spars are designed to
have great bending strength. Ribs give the wing section its shape, and they transmit the air load
from the wing covering to the spars. Ribs extend from the leading edge to the trailing edge of the
wing.

The primary function of the wing skin is to form an impermeable surface for supporting the
aerodynamic pressure distribution from which the lifting capability of the wing is derived. These
aerodynamic forces are transmitted in turn to ribs and stringers by skin through palte and
membrane action. Resistance to shear and torsional loads is supplied by shear stresses developed
in the skin and spar webs, while axial and bending loads are reacted by the combined actions of
the skin and stringers.

WING CONSTRUCTION OF AN AIRPLANE

Air Load Estimation:

This subject concerns with both the aerodynamicist and the stress analyst. The aerodynamicist
is usually concerned with properties, which affect the performance stability and control of the
airplane.

The stress analyst is concerned with the load distribution which will represent most severe
condition for various parts of the internal structure of the airplane.

Exact equations for span wise load distribution which can found in many aerodynamics books,
can be solved for many wing plan form. Numerical methods to solve such system of equation are
available but the calculation are not simple. Approximation solution for span wise distribution
are available such as,

(i)Fourier series method

(ii)Diederich method
(iii)Schrenk method

Schrenk Method:

Schrenk method is used here to find span lift load distribution because of its simplicity in
nature. It has been proposed by Dr.ingosterschrenk and has been accepted by Civil Aeronautics
administration (CAA) as a satisfactory method for civil aircraft.

For elliptical wing

Celliptic = (4S/b) * (( 1-(2y/b))2.

For tapered wing

Ctaper= cr[1-(2y/b)(1-)]
The Average if both chord or schrenk chord distance
-
C =1/2[Ctaper + Celliptic]
 Figure3.2. shrenk curve for wing of passenger aircraft

After plotting the schrenk load distances on the wing. The area under the schrenk curve is
calculated and given below

Area = 87.312m2

The lift load intensity at the root = [ w/2 * y0] / [Area under the curve ].

=31.162KN/m.

Lift Load intensity at different sections n = (31.162*103*Yn) / (Y0 )

S.No Semi Span Taper(m) Elliptical Shrenk load Lift Load

wise Distance (m) distance (m) intensity
Distance(m) ( 103 N/m)
1. 0 8 5.85 6.925 31.162
2. 2.246 7.2999669 5.804113 6.552039732 28.435196
3. 4.492 6.5999338 5.66422 6.132077023 25.70839201
4. 6.738 5.8999007 5.423053 5.661476906 22.98158801
5. 8.984 5.1998675 5.066169 5.133018127 20.25478402
6. 11.23 4.4998344 4.566516 4.533175356 17.52798002
7. 13.476 3.7998013 3.869176 3.834488613 14.80117603
8. 15.722 3.0997682 2.831681 2.965724768 12.07437203
9. 17.968 2.3997351 0 1.199867536 9.347568039

From the lift load intensity, average lift load can be

calculated and tabulated below
S.No Semi Lift load Average Mean Lift load
span intensity Lift load Distanc X 103
wise X 103N/m intensity e
Distance X 103N/m between
(m) The
span
wise
Section
(m)
1. 0 31.162 29.798598 1.123 33.46382556
2. 2.246 28.435196 27.07179401 1.123 30.40162467
3. 4.492 25.70839201 24.34499001 1.123 27.33942378
4. 6.738 22.98158801 21.61818602 1.123 24.2772229
5. 8.984 20.25478402 18.89138202 1.123 21.21502201
6. 11.23 17.52798002 16.16457803 1.123 18.15282112
7. 13.476 14.80117603 13.43777403 1.123 15.09062024
8. 15.722 12.07437203 10.71097004 1.123 12.02841935
9. 17.968 9.347568039 29.798598 1.123 33.46382556

Inertia Load Calculation

For calculating the structural load of the wing, the structural load is assumed to vary
with the square of the chord. The wing structural load intensity at any location is given
by KCx2. A wing is tapered linearly from root to tip the chord variation is assumed to
be linear along the wing and is given by
Cx =A+Bx
Where,
K = constant
CX = chord at a location of X.

CX = (A+BX)
When x=0; CX = CR = A= 8m
When x=b/2; CX = CT = 2.4 m
Substituting the above boundary conditions and solving,
A=8m B= -0.311

Then the equation becomes Cx = 8-0.311x

The weight of the wing at different segments can be calculated by integrating the
following equation ,
 17.968
Ww= (8-0.311x)2dx
0

34010.902 = K [64x - (4.976x2/2) + ( 0.09692x3/3] 17.968

0

K = 63.6773

Ww1 = 8376.07N
Ww2 = 6917.6N
Ww3 = 5599.2N
Ww4 = 4420.4N
Ww5 = 3381.78N
Ww6 = 2482.6N
Ww7 = 1721.8N
Ww8 = 1103.33N

Ww= Ww1+Ww2+Ww3+Ww4+Ww5+Ww6 +Ww7+ Ww8

Ww=8376.07+6917.6+5599.2+4420.4+2281.78+2482.6+1721.8+1103.33.

Ww=34002.748N

(The actual weight of the wing was calculated to be : 34010.902N )

Fuel Weight Distribution

The fuel also distributed in the same fashion like the inertial load and is
Cx =A+Bx
CX = (A+BX)
When x=0;
x=0.75b/2; CX = 1.5m A=4 m
Substituting the above boundary conditions and solving,
A=4m B= -0.18552 ( -2.5=13.4753B )
Then the equation becomes Cx =4 - 0.18552x
17.968
Wf = (4-0.185x)2dx
0

117575.685 = K [64x - (1.484x2/2) + ( 0.0344x3/3] 17.968

0

117575.685=k[114.425]

On integrating the above equation , the value of K can be found.

K= 1027.528

The weight of the fuel at different segments can be calculated as follows;

Wf1 = 171.2546 [96x-4.45248x2+0.0688x3] 2.246
0

Wf1 = 33212.24N
Wf2 = 26320.255N
Wf3 = 20229.213N
Wf4 = 14939.116N
Wf5 = 10450.076N
Wf6 = 6764.7795N
The entire weight of the fuel can be obtained by adding the weight of the fuel at each
segment
Wf = Wf1 +Wf2 +Wf3 +Wf4 +Wf5 +Wf6.

Wf=33212.24+26320.255+20229.213+14939.116+10450.076+6764.7795.

wf = 117575.685N

(The actual weight of the fuel was calculated to be : 116915.6741N )

The resultant load can be obtained by adding the entire lift load, structural and fuel load
algebraically and tabulated below.

S.No Span Wise Lift Load Structural Fuel Weight Resultant

Distance (N) Weight (N) (N)
(m) X103 (N) X103 X103
X103

1. 0
2. 2.246 33.46382556 8.376 33.2122 -8.12437
3. 4.492 30.40162467 6.9176 26.32 -2.83598
4. 6.738 27.33942378 5.5992 20.229 1.511224
5. 8.984 24.2772229 4.4204 14.939 4.917823
6. 11.23 21.21502201 3.381 10.45 7.384022
7. 13.476 18.15282112 2.4826 6.764 8.906221
8. 15.722 15.09062024 1.7218 13.36882
9. 17.968 12.02841935 1.1033 10.92512

Shear Force And Bending Moment Distribution:

The Shear force and bending moment diagrams form the basis of analyzing beams.
The wing in the aircraft is one of the fixed cantilever types. The bending moment and
shear force diagram help in the design and selection of every parameter of the wing
namely spar size, rib spacing, number of stringers required. Hence it is a vital step
towards the design of the aircraft wing.

Calculations Of Shear Force And Bending Moment:

The algebraic sum of the vertical forces at any section of a structure to be right of left
of the section is known as shear force. A shear force diagram is one which shows the
variation of the shear force along the length of the beam. Here the wing is a cantilever
beam subjected to various concentrated loads as calculated in the above sections.

The algebraic sum of moments of all the forces acting to the right or left of the section
is known as bending moment. A bending moment diagram is one which the variation
of the bending moment along the length of the beam. The bending moment at any
point is calculated but determining the moment of the individual loads about that
point.
The shear force and bending moment is calculated from the free end of the wing and the forces
are calculated as shown below.

S.No Span Lift Load Structural Fuel Resultant Shear Bending

Wise (N) Weight Weight (N) Force Moment
Distance X103 (N) (N) X103 (N) (N)
(m) X103 X103

1. -36.05
0 - - - - 694.628
2. -36.05
2.246 33.46382556 8.376 33.2122 -8.12437 564.408
3. -44.176
4.492 30.40162467 6.9176 26.32 -2.83598 452.504
4. -47.011
6.738 27.33942378 5.5992 20.229 1.511224 336.084
5. -45.5
8.984 24.2772229 4.4204 14.939 4.917823 244.76
6. -40.58
11.23 21.21502201 3.381 10.45 7.384022 153.629
7. -33.199
13.476 18.15282112 2.4826 6.764 8.906221 79.082
8. -24.293
15.722 15.09062024 1.7218 - 13.36882 24.538
9. -10.925
17.968 12.02841935 1.1033 - 10.92512 0
Shear Force Diagram:

Bending Moment Diagram: