ANALYSIS OF AIRCRAFT WING

FINITE ELEMENT ANALYSIS OF AIRCRAFT

WING
1. ABSTRACT:
This deals with bending Finite Element Analysis of composite aircraft wing
using commercial software ANSYS. Stress analysis and finite element solution
for a composite shell structure are presented in this study. An aircraft wing is
made of composite with fibre angles in each ply aligned in different direction.
Various air foil thickness and ply angles were considered to study the effect of
bending-torsion decoupling. A typical composite structure consists of a system
of layer bonded together. The layers can be made of different isotropic or
anisotropic materials, and have different structure, thickness, and mechanical
properties. The laminate characteristics are usually calculated using the number
of layer, stacking sequence, geometric and mechanical properties. A finite
number of layers can be combined to form so many laminates, the laminates
characterized with 21 coefficients and demonstrating coupling effect. The
behaviour of laminates as a system of layer with given properties. The only
restriction that is imposed on the laminate as an element of composite structure
concerns its total thickness which is assumed to be much smaller than the other
dimensions of the structure.
Aircraft wing model as per the plan should be made in FEA and the model is
subjected to various loading. The loading given by the self-weight or due to
acceleration due to gravity was discussed and the deflection over here should be
calculated. The wing model is severely affected by the loads on along wing
direction, across wing direction, vertical direction. Moreover the combined
loading is the real case. An individual loading for example the load only on X
direction and its deflection in X, Y and Z directions, also the stress acting on X,
Y, and Z directions should be determine. Von misses stress is calculated in
order to know the maximum stress levels and minimum stress levels on the
wing.

ANALYSIS OF AIRCRAFT WING

2. Figures and Tables:

Figure 3.0 Representation of airfoil
Table 4.1: Represents different youngs modulus of Carbon Epoxy UniDirectional Laminate
Table 4.2: Represents different poisons ratios of Carbon Epoxy Uni-Directional
Laminate
Figure 5.1: Typical Aerofoil (Cross-Sectional Shape) of an Airplane Wing
Figure 5.2: a) Flat Bottom b) Slightly Curved Bottom c) Symmetrical
Figure 5.3: wind streamline flow over airfoil
Figure 5.4: Represents the schematic diagram of naca4415 airfoil profile
Figure 6.1: representation of model aircraft wing
Figure 6.2: Representing the meshing model of airfoil
Figure 6.3: Representing the CFD meshing including surrounding
Figure 7.1: Representing the deformation using modal analysis
Figure 7.2: Representing Static pressure contour
Figure 7.3: Streamline flow representation
Figure 7.4: Representing Density variation
Figure 7.5: representing static structural analysis
Figure 7.6: representing Von-misses stress

ANALYSIS OF AIRCRAFT WING

3. Introduction:
In the earliest days, when man was yet living in the lap of nature, the only
means of locomotion was his legs. Gradually, we have achieved faster and more
luxurious ways of travelling, latest being the air transport. Since, its invention
aeroplanes have been getting more and more popularity as it is the fastest mode
of transportation available. It has also gained popularity as a war machine since
World War II. This popularity of air transport has led to many new inventions
and research to developed faster and more economical planes. This project is
such an attempt to determine how we can derive maximum performance out of
an air foil section. An air foil is a cross-section of wing of the plane. Its main
job is to provide lift to an aeroplane during take-off and while in flight. But, it
has also a side effect called Drag which opposes the motion of the aeroplane.
The amount of lift needed by a plane depends on the purpose for which it is to
be used. Heavier planes require more lift while lighter planes require less lift
than the heavier ones. Thus, depending upon the use of aeroplane, air foil
section is determined. Lift force also determines the vertical acceleration of the
plane which in turns depends on the horizontal velocity of the plane. Thus,
determining the coefficient of lift one can calculate the lift force and knowing
the lift force and required vertical acceleration one can determine the required
horizontal velocity. Provide enough lift to counter the weight of the plane. Lift
and weight are two of the four forces acting on an airplane, the other two are
drag and thrust.

Figure3.0 Representation of airfoil

ANALYSIS OF AIRCRAFT WING

The design and analysis of the wings of aircraft is one of the principal
applications of the science of aerodynamics, which is a branch of fluid
mechanics. The properties of the airflow around any moving object can - in
principle - be found by solving the Navier-Stokes equations of fluid dynamics.
However, except for simple geometries these equations are notoriously difficult
to solve. Fortunately, simpler explanations can be described. The lower air
pressure on the top of the wing generates a smaller downward force on the top
of the wing than the upward force generated by the higher air pressure on the
bottom of the wing. Hence, a net upward force acts on the wing. This force is
called the "lift" generated by the wing.

4. Material Properties:
The starting point for any materials selection is the identification and
specification of design requirements. In this case, we keep the example fairly
simple at the level that might be used in an introductory materials engineering
course.
The requirements for the aircraft wing (illustrated, right) are:
A.
B.
C.
D.

High stiffness
High strength
High toughness
Low weight

Aluminium alloys, in thin sheets (.016 to .125 of an inch) provide an excellent

two dimensional material used extensively as shear webs, with or without
stiffeners and also as tension/compression members when suitably formed
(bent).In addition to metals, composite materials are also used within the
aircraft industry due to their strength, relatively low weight and corrosion
resistance. Composites are created by the combination of different materials,
which have been selected on the basis of their structural properties. They can be
made of fibrous materials embedded within a resin matrix. In general, fibres
oriented in a specific direction are laminated with fibres characterised by a
different orientation in order to obtain the required strength and stiffness.

ANALYSIS OF AIRCRAFT WING

4.1 Carbon Epoxy Uni-Directional Laminate:

A light weight laminate composed of continuous unidirectional carbon fiber in
an epoxy matrix, providing high strength and stiffness and in which all carbon
fibers are pretension and aligned during impregnation and curing. This process
assures the efficient utilization of the superior mechanical properties of the
carbon fibers.
Youngs Modulus:
E11
E22
E33

155.8Gpa
8.89Gpa
8.89Gpa

Table 4.1: represents different youngs modulus of Carbon Epoxy Uni-Directional Laminate

Poissons Ratio:
V12
V13
V23

0.3
0.3
0.3675

Table 4.2: represents different poisons ratios of Carbon Epoxy Uni-Directional Laminate

Density: 1550 kg/m^3

4.2 Titanium:
A metallic element, titanium is recognized for its high strength-to-weight
ratio. It is a strong metal with low density that is quite ductile (especially in
an oxygen-free environment), lustrous, and metallic-white in colour. The
relatively high melting point (more than 1,650 C or 3,000 F) makes it useful
as a refractory metal. It is paramagnetic and has fairly low electrical and
thermal.
Youngs Modulus: 116.52Gpa
Poissons ratio: 0.31
Density: 4428.78kg/m^3

ANALYSIS OF AIRCRAFT WING

5. AIRFOIL:
One of the most spectacular things to view is the structure and the body of an
aircraft. Its concept has always been scintillating and technical. It all started
with the answer to how birds can fly. All of us do know that only when an
object overcomes the earths natural gravitational pull, it tends to fly.
The wing of an aircraft helps in gliding it through the wind and also in its
landing and take-off. The shape of such an important component of the aircraft
makes a lot of impact on its movements. This shape is what is called an aerofoil.

5.1 GEOMETRY/STRUCTURE:
The airplane generates lift using its wings. The cross-sectional shape of the
wing is called an aerofoil. A typical airfoil and its properties are shown in figure
and are also described below.

Figure 5.1: Typical Aerofoil (Cross-Sectional Shape) of an Airplane Wing

Chord:

Extends from leading edge to trailing edge of

the wing

Camber line:

Points halfway between chord and upper wing

surface

Angle of
attack:

Angle between direction of airflow and the

chord

ANALYSIS OF AIRCRAFT WING

5.2 EXPLANATION OF AIRFOIL:

The wings provide lift by creating a situation where the pressure above the wing
is lower than the pressure below the wing. Since the pressure below the wing is
higher than the pressure above the wing, there is a net force upwards. To create
this pressure difference, the surface of the wing must satisfy one or both of the
following conditions. The wing surface must be:

Figure 5.2: a) Flat Bottom b) Slightly Curved Bottom c) Symmetrical

Viscosity is essential in generating lift. The effects of viscosity lead to the

formation of the starting vortex which, in turn is responsible for producing the
proper conditions for lift.

Figure 5.3: wind streamline flow over airfoil

5.3 How does an Airfoil Work:

When a wing moves through the air, it splits and moves above and below the
wing. The air passing above the wing gets spread out or expanded and hence the
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ANALYSIS OF AIRCRAFT WING

pressure decreases, while the air passing below the wing moves straight enough
to maintain its speed and pressure. To maintain equilibrium higher air pressure
usually moves towards a region which has lower air pressure. The air above the
wing has lower air pressure as compared to air below the wing. Thus the air
below is pushed upwards which in turn lifts the wing, sandwiched in
between. This lift is due to the angle of attack and shape.
When the air hits the wings it results in an opposite force to the direction of
Deflection. Its components are called as lift (perpendicular) and drag (parallel.)
As the speed of the plane increases, more the lift and eventually when the force
Of motion (lift) is greater than the gravitational pull, the plane starts flying.
When air rushes over the curved upper wing surface, it has to travel further and
go slightly faster than the air that passes underneath. According to a basic
theory of physics called Bernoulli's law, fast-moving air is at lower pressure
than slow-moving air, so the pressure above the wing is lower than the pressure
below, creating the lift that holds the plane up. Although this explanation of
how wings work is widely repeated, it's not the whole story. If it were the only
factor involved, planes couldn't fly upside down. Flipping a plane over would
produce "down lift" and send it crashing to the ground!

5.4 Components of an Airfoil:

A leading edge, a trailing edge, a chord and a camber are the components of
an airfoil. The end which meets the air first is the leading edge and the trailing
Edge is at the end of the airfoil which is where the air with high pressure (below
The wing) meets the air with lower pressure (above the wing). The chord is the
Imaginary line from the leading to the trailing edge. The camber is the curve on
Top and bottom of the airfoil.
Relative wind is defined as the direction of air flowing past the airfoil with
Respect to the direction of the flight. It is always parallel and opposite to the
Direction of flight.
Turning moment:
An airfoil has 3 forces. Lift, weight and drag. The lift is usually placed on the
same spot as the weight, which is when the airfoil is stable and the plane has no
problem, but usually when the lift is placed after weight force it produces
instability in the airfoil which in turn produces a turning moment. This turning
moment is compensated with the downward pushing force.

ANALYSIS OF AIRCRAFT WING

Figure 5.4: represents the schematic diagram of naca4415

6. GEOMETRY OF MODEL:
Model of wing and its structure was build using CATIA V5 designing software.
By considering the real-time profile of airfoil its co-ordinates were formed and
they were imported to CATIA by EXCEL- MACROS importing format. Then
required dimensioned aircraft wing was formed by using that profile, and
completed model was imported to ANSYS V12.1 for analysis of model.

Figure 6.1: representation of model aircraft wing

ANALYSIS OF AIRCRAFT WING

6.1 MESHING OF MODEL:

Mesh generation is the practice of generating a polygonal or polyhedral mesh

that approximates a geometric domain. The term "grid generation" is often used
interchangeably. Typical uses are for rendering to a computer screen or for
physical simulation such as finite element analysis or computational fluid
dynamics. Three-dimensional meshes created for finite element analysis need to
consist of tetrahedral, pyramids, prisms or hexahedra. Those used for the finite
volume method can consist of arbitrary polyhedral. Those used for finite
difference methods usually need to consist of piecewise structured arrays of
hexahedra known as multi-block structured meshes. A mesh is otherwise a
discretization of a domain existing in one, two or three dimensions.

Figure 6.2: representing the meshing model of airfoil

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ANALYSIS OF AIRCRAFT WING

6.2 CFD MESHING INCLUDING SURROUNDING:

Figure6.3: representing the CFD meshing including surrounding

7. ANALYSIS TYPES:
MODAL
CFD
STATIC STRUCTURAL
7.1 MODAL ANALYSIS:
7.1.1 Definition of Modal Analysis
You use modal analysis to determine the vibration characteristics (natural
Frequencies and mode shapes) of a structure or a machine component while it is
being designed. It also can be a starting point for another, more detailed,
dynamic analysis, such as a transient dynamic analysis, a harmonic response
analysis, or a spectrum analysis.

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ANALYSIS OF AIRCRAFT WING

Modal analysis is the study of the dynamic properties of structures

under vibrational excitation.
Modal analysis is the field of measuring and analysing the dynamic response of
structures and or fluids during excitation. Examples would include measuring
the vibration of a car's body when it is attached to an electromagnetic shaker, or
the noise pattern in a room when excited by a loudspeaker.
7.1.2 Uses for Modal Analysis
You use modal analysis to determine the natural frequencies and mode shapes
of a structure. The natural frequencies and mode shapes are important
parameters in the design of a structure for dynamic loading conditions. They are
also required if you want to do a spectrum analysis or a mode superposition
harmonic or transient analysis. You can do modal analysis on a prestressed
structure, such as a spinning turbine blade. Another useful feature is modal
cyclic symmetry, which allows you to review the mode shapes of a cyclically
symmetric structure by modelling just a sector of it.
Modal analysis in the ANSYS family of products is a linear analysis. Any
nonlinearities, such as plasticity and contact (gap) elements, are ignored even if
they are defined. You can choose from several mode extraction methods:
subspace, Block Lanczos, Power Dynamics, reduced, unsymmetrical, and
damped. The damped method allows you to include damping in the structure.
Details about mode extraction methods are covered later in this section.

Figure 7.1: representing the deformation using modal analysis

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ANALYSIS OF AIRCRAFT WING

7.2 CFD ANALYSIS:

Computational Fluid Dynamics (CFD) provides a qualitative (and sometimes
even quantitative) prediction of fluid flows by means of mathematical
modelling (partial differential equations), numerical methods (discretization and
solution techniques).software tools (solvers, pre- and post-processing utilities)
CFD enables scientists and engineers to perform numerical experiments (i.e.
computer simulations) in a virtual flow laboratory.
CFD gives an insight into flow patterns that are difficult, expensive or
impossible to study using traditional (experimental) techniques
The results of a CFD simulation are never 100% reliable because the input data
may involve too much guessing or imprecision the mathematical model of the
problem at hand may be inadequate the accuracy of the results is limited by the
available computing power.

Figure 7.2: representing Static pressure contour

Fluid flow is characterized by a velocity vector field in three-dimensional space,

within the framework of mechanics. Streamlines, streak lines, and path
lines are field lines resulting from this vector field description of the flow. They
differ only when the flow changes with time: that is, when the flow is not steady

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ANALYSIS OF AIRCRAFT WING

Figure 7.3: representing Streamline flow

Figure 7.4: representing Density variation

7.3 STATIC STRUCTURAL ANALYSIS:

A static analysis calculates the effects of steady loading conditions on a
structure, while ignoring inertia and damping effects, such as those caused
by time-varying loads. A static analysis can, however, include steady inertia
loads (such as gravity and rotational velocity), and time-varying loads that
can be approximated as static equivalent loads such as the static equivalent
wind and seismic loads.
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ANALYSIS OF AIRCRAFT WING

Figure 7.5: representing static structural analysis

Figure 7.6: representing Von-misses stress

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ANALYSIS OF AIRCRAFT WING

8. Results:
Lift obtained: 8301.9902 N
Drag obtained: 7029.4521 N
Modal Frequency:
S.NO

Mode Frequency [Hz]

1
2
3
4
5
6
7
8
9
10

9.9719
51.965
61.923
112.24
171.04
293.21
328.5
338.19
502.6
528.81

Maximum deformation 6.149e-007 m

Von misses equivalent stress:
Min: 162.93 Pa
Max: 18977 Pa
9. Conclusion:
Lift and drag obtained by the model were reasonable, lift to Drag ratio was
positive. Since a particular aircraft's required lift is set by its weight, delivering
that lift with lower drag leads directly to better fuel economy, climb
performance, and ratio. But it depends on fuselage design too.
Structural deformation was more in titanium when compared to carbon-epoxy
unidirectional laminate (composite material) because titanium has more density
than carbon-epoxy unidirectional laminate even it has high ultimate tensile
strength and titanium has the highest weight-to-strength ratio so better than any
other metals for aviation applications. Titanium was mostly used in SR-71
Blackbird manufacturing.
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ANALYSIS OF AIRCRAFT WING

10. References:
http://airfoiltools.com/airfoil/naca5digit
http://www.mh-aerotools.de/airfoils/hdi_plotairfoils.htm
Douglas, C.C., Ern, A. and Smooke, M.D., Numerical simulation of flames using multigrid methods.
In Iterative Methods in Scientific Computation, edited by J. Wang, M.B. Allen, B.M. Chen and T.
Mathew, 4, pp. 149154, 1998 (New Brunswick).

Computational Fluid Dynamic (CFD) Analysis of Cantilevered Aircrafts Wing Along With
Wingtip Missile
https://en.wikipedia.org/wiki/Fixed-wing_aircraft
seli ,M.UIUC Airfoil coordinates Database, version 2.0, URL http://mselig.ae.illinois.edu/ads/coord_database.html, Nov.11, 2005 [cited March13, 2006]
https://depts.washington.edu/amtas/publications/wing/UW%20Wing%20Design.xls

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