Aircraft Structures – Assignment

Group D
Member 1 Emma Wilson 40128696
Member 2 Gain Xien Chew 40143791
Member 3 Ghassan Eissa 40131410

Name: Gain Xien CHEW

Module Code: AER3008
Stage: 3
Year: 2017/18
Course: BEng Aerospace Engineering With A Year
In Industry
 Task 1: Calculate the shear force and bending moment distributions on the wing, based on
the assumed loading conditions.
The shear force for the wing was calculated by integrating the lifting force for 0 < x < 0.7b
and then including the engine weight from 0.7b < x < b. The engine weight was a minus
number as the force is acting in the opposite direction to what was taken as positive.
The bending moment was calculated by integrating the shear force values. For the values
between 0.7b < x < b the engine moment was taken away. The engine moment was
calculated by the same method used in task 4 and 5 (cutting the beam at two different
points to validate the moment only acts on the 0.7b < x < b range).

MTOM = Mass at take off

g = gravity

x = distance along beam

Meng = Mass of engine

b = length of beam

Shear Force
For 0 < x < 0.7b:
𝑀𝑇𝑂𝑀. 𝑔. 𝑥
𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒 = ∫ . 𝑑𝑥
𝑏2
𝑀𝑇𝑂𝑀. 𝑔. 𝑥 2
𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒 = . 𝑑𝑥
2𝑏²

For 0.7b < x < b:

𝑀𝑇𝑂𝑀. 𝑔. 𝑥
𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒 = ∫ . 𝑑𝑥 − 𝑀𝑒𝑛𝑔. 𝑔
𝑏2
𝑀𝑇𝑂𝑀. 𝑔. 𝑥 2
𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒 = − 𝑀𝑒𝑛𝑔. 𝑔
2𝑏 2
 Bending Moment
For 0 < x < 0.7b:

𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 = ∫ 𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒 . 𝑑𝑥

𝑀𝑇𝑂𝑀. 𝑔. 𝑥 2
𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 = ∫ . 𝑑𝑥
2𝑏 2
𝑀𝑇𝑂𝑀. 𝑔. 𝑥 3
𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 =
6𝑏²

For 0.7b < x < b:

𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 = ∫ 𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒 . 𝑑𝑥 − 𝐸𝑛𝑔𝑖𝑛𝑒 𝑀𝑜𝑚𝑒𝑛𝑡

𝑀𝑇𝑂𝑀. 𝑔. 𝑥 2
𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 = ∫ . 𝑑𝑥 − 𝑀𝑒𝑛𝑔. 𝑔(𝑥 − 0.7𝑏)
2𝑏²
𝑀𝑇𝑂𝑀. 𝑔. 𝑥 3
𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 = − 𝑀𝑒𝑛𝑔. 𝑔(𝑥 − 0.7𝑏)
6𝑏 2

Plotting the graphs on excel gives;

Total Shear Force (N)

350000

300000

250000

200000

150000

100000

50000

0
0 2 4 6 8 10 12 14 16

Total Bending Moment (Nm)

2000000
1800000
1600000
1400000
1200000
1000000
800000
600000
400000
200000
0
0 2 4 6 8 10 12 14 16
 Task 2: Calculate the shear force and bending moment distributions on the front spar,
based on the assumed loading conditions.
The shear force and bending moment for the front spar were calculated by multiplying the
lifting load by 0.65 as the front spar carries 65% of the load. The engine weight was also
multiplied by 2. The same method as task 1 was used from this point.

MTOM = Mass at take off

g = gravity

x = distance along beam

Meng = Mass of engine

b = length of beam

Shear Force
For 0 < x < 0.7b:
0.65. 𝑀𝑇𝑂𝑀. 𝑔. 𝑥
𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒 = ∫ . 𝑑𝑥
𝑏2
0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥²
𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒 =
2𝑏 2

For 0.7b < x < b:

0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥
𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒 = ∫ . 𝑑𝑥 − 2𝑀𝑒𝑛𝑔. 𝑔
𝑏2
0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 2
𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒 = − 2𝑀𝑒𝑛𝑔. 𝑔
2𝑏 2
 Bending Moment
For 0 < x < 0.7b:

𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 = ∫ 𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒 . 𝑑𝑥

0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 2
𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 = ∫ . 𝑑𝑥
2𝑏 2
0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 3
𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 =
6𝑏 2

For 0.7b < x < b:

𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 = ∫ 𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒 . 𝑑𝑥 − 2𝐸𝑛𝑔𝑖𝑛𝑒 𝑀𝑜𝑚𝑒𝑛𝑡

0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 2
𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 = ∫ . 𝑑𝑥 − 2𝑀𝑒𝑛𝑔. 𝑔(𝑥 − 0.7𝑏)
2𝑏 2
0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 3
𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 = − 2𝑀𝑒𝑛𝑔. 𝑔(𝑥 − 0.7𝑏)
6𝑏 2

Plotting the graphs on excel gives;

Total Shear Force For Front Spar

200000
180000
160000
140000
120000
100000
80000
60000
40000
20000
0
0 2 4 6 8 10 12 14 16

Bending Moment Total For Front Spar (Nm)

1200000

1000000

800000

600000

400000

200000

0
0 2 4 6 8 10 12 14 16
 Task 3: Use Beam Theory to calculate the maximum stresses on the front spar.
For this task the axial and shear stresses were calculated for the front spar. For the axial stress the
bending moment calculated in task 2 (M), neutral point (y) and the second moment of inertia (I)
were used to calculate it. The shear stress was calculated from the total shear force calculated in
task 2 and the area of the section (including skin contribution). The value of gravity was changed
from g (9.81) to 2.5g (25.525) to re-calculate the total shear force and total bending moment as the
maximum limit load case needed to be considered.

The equations used to calculate the area of the sections and the first and second moment of inertias
are listed below. Once each of these were calculated the axial stress and shear stress could be
found.

The maximum stress of both axial and shear was selected from each range and that value was
multiplied by 1.5 as the ultimate load is assumed to have a 150% safety factor.

W =width

T = thickness

c = chord length

H = Height

coH = cut out height

coW = cut out width

M = moment total

y = neutral point

I = second moment of inertia

V = shear force

A = Area

Skin

𝐴𝑟𝑒𝑎 𝑆𝑘𝑖𝑛 = 2(𝑊. 𝑇)

𝑐
((2) . 𝑇 3 )
𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝑆𝑘𝑖𝑛 = 2 ∗
12
I Section:

T
H
coH Neutral Point
coW

W T

c/2

𝐴𝑟𝑒𝑎 𝐼 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 = 𝐻. 𝑊 − 2(𝑐𝑜𝐻. 𝑐𝑜𝑊)

𝐴𝑟𝑒𝑎 𝑇𝑜𝑡𝑎𝑙 = 𝐴𝑟𝑒𝑎 𝐼 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 + 𝐴𝑟𝑒𝑎 𝑆𝑘𝑖𝑛

𝑇. 𝑊 3 𝑐𝑜𝐻. 𝑇 3
𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝑂𝑓 𝐼 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 = 2 ∗ ( )+
12 12
𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝑇𝑜𝑡𝑎𝑙 = 𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝐼 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 + 𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝑆𝑘𝑖𝑛

𝑆𝑒𝑐𝑜𝑛𝑑 𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 = 𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝑇𝑜𝑡𝑎𝑙 + (𝐴𝑟𝑒𝑎 𝑇𝑜𝑡𝑎𝑙. 𝑁𝑒𝑢𝑡𝑟𝑎𝑙 𝑝𝑜𝑖𝑛𝑡² )

𝑀𝑦
𝐴𝑥𝑖𝑎𝑙 𝑆𝑡𝑟𝑒𝑠𝑠 =
𝐼
𝑉
𝑆ℎ𝑒𝑎𝑟 𝑆𝑡𝑟𝑒𝑠𝑠 =
𝐴
C Section:

T
H coH
coW Neutral Point

W T

c/2

𝐴𝑟𝑒𝑎 𝐶 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 = 𝐻. 𝑊 − 𝑐𝑜𝐻. 𝑐𝑜𝑊

𝐴𝑟𝑒𝑎 𝑇𝑜𝑡𝑎𝑙 = 𝐴𝑟𝑒𝑎 𝐶 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 + 𝐴𝑟𝑒𝑎 𝑆𝑘𝑖𝑛

𝑇. 𝑊 3 𝑐𝑜𝐻. 𝑇 3
𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝐶 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 = 2 ∗ ( ) +
12 12

𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝑇𝑜𝑡𝑎𝑙 = 𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝐶 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 + 𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝑆𝑘𝑖𝑛

𝑆𝑒𝑐𝑜𝑛𝑑 𝑚𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 = 𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝑇𝑜𝑡𝑎𝑙 + (𝐴𝑟𝑒𝑎 𝑇𝑜𝑡𝑎𝑙. 𝑁𝑒𝑢𝑡𝑟𝑎𝑙 𝑃𝑜𝑖𝑛𝑡 ² )

𝑀𝑦
𝐴𝑥𝑖𝑎𝑙 𝑆𝑡𝑟𝑒𝑠𝑠 =
𝐼
𝑉
𝑆ℎ𝑒𝑎𝑟 𝑆𝑡𝑟𝑒𝑠𝑠 =
𝐴
 Box Section:

H
T coH
Neutral Point
coW

W T

c/2

𝐴𝑟𝑒𝑎 𝐵𝑜𝑥 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 = 𝐻. 𝑊 − 𝑐𝑜𝐻. 𝑐𝑜𝑊

𝑇𝑜𝑡𝑎𝑙 𝐴𝑟𝑒𝑎 = 𝐴𝑟𝑒𝑎 𝐵𝑜𝑥 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 + 𝐴𝑟𝑒𝑎 𝑆𝑘𝑖𝑛

𝑇. 𝑊 3 𝑐𝑜𝐻. 𝑇 3
𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝐵𝑜𝑥 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 = 2 ( ) +2( )
12 12

𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝑇𝑜𝑡𝑎𝑙 = 𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝐼𝑛𝑒𝑟𝑖𝑎 𝐵𝑜𝑥 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 + 𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝑆𝑘𝑖𝑛

𝑆𝑒𝑐𝑜𝑛𝑑 𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 = 𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝑇𝑜𝑡𝑎𝑙 + (𝐴𝑟𝑒𝑎 𝑇𝑜𝑡𝑎𝑙. 𝑁𝑒𝑢𝑡𝑟𝑎𝑙 𝑃𝑜𝑖𝑛𝑡 2 )

𝑀𝑦
𝐴𝑥𝑖𝑎𝑙 𝑆𝑡𝑟𝑒𝑠𝑠 =
𝐼
𝑉
𝑆ℎ𝑒𝑎𝑟 𝑆𝑡𝑟𝑒𝑠𝑠 =
𝐴

I section Box section C section

Max bending stress (Mpa) 536.3236578 409.9435163 474.9999998
Max shear stress (Mpa) 24.60739427 23.03168762 25.84195772
150% safety factor bending stress (Mpa) 804.4855 614.9153 712.5
150% safety factor shear stress (Mpa) 36.91109 34.54753 38.76294
 Task 4: Use the unit load method to calculate the front spar tip deflection under the
prescribed loading. You may assume that deflection is cause by bending and shear only.
For this task the deflection due to bending and shear was calculated.
For the deflection due to bending the real moments were first calculated. The lifting force
acted along the whole span, whereas there was only an engine moment between 0.7b < x <
b. This was validated by cutting the beam in 2 places (one between 0.7b < x < b and one
between 0 < x < 0.7b). To calculate the virtual moment a virtual load was applied at the tip
where we were interested in the deflection. The real and virtual moments could then be
subbed into the deflection equation to obtain expressions.
The deflection due to shear was calculated in a similar manor to the deflection due to
bending only using the appropriate equation for shear. The real shear forces were used for
the real shear and the virtual shear was found by applying a virtual point at the tip.

MTOM = mass at take off

g = gravity

x = distance along beam

Meng = mass of engine

b = length of beam

M = real moment

m = virtual moment

δ = deflection

E = young’s modulus

I = second moment of inertia

V = real shear force

v = virtual shear force

G = shear modulus

A = Area
Deflection due to bending

0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥
𝐿𝑖𝑓𝑡 =
𝑏2

b 0
0.7b
2Meng.g
x
Real moments:

0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥
𝐿𝑖𝑓𝑡 =
𝑏2

b 0

1 0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 2
𝐸𝑞𝑢𝑖𝑙𝑖𝑣𝑎𝑛𝑡 𝑃𝑜𝑖𝑛𝑡 𝐹𝑜𝑟𝑐𝑒 = . 𝑥. =
2 𝑏2 𝑏2
𝑥
𝑀𝑜𝑚𝑒𝑛𝑡 𝐴𝑟𝑚 =
3

0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 3
𝑀=
6𝑏 2

2 1
b 0

2Meng.g x

𝐸𝑞𝑢𝑖𝑣𝑎𝑙𝑒𝑛𝑡 𝑃𝑜𝑖𝑛𝑡 𝐹𝑜𝑟𝑐𝑒 = −2𝑀𝑒𝑛𝑔. 𝑔

𝑀𝑜𝑚𝑒𝑛𝑡 𝐴𝑟𝑚 = 𝑥 − 0.7𝑏
Cut at point 1:

𝑀=0 For 0 < x < 0.7b

Cut at point 2:
𝑀 = −2𝑀𝑒𝑛𝑔. 𝑔(𝑥 − 0.7𝑏) For 0.7b < x < b

Therefore,
Real moment 0 < x < 0.7b:

0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 3
𝑀=
6𝑏 2
Real moment 0.7b < x < b:
0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 3
𝑀= − 2𝑀𝑒𝑛𝑔. 𝑔(𝑥 − 0.7𝑏)
6𝑏 2

Virtual Moment:

1N

𝑚=𝑥 For 0 < x < b

𝑚𝑀
𝛿=∫ . 𝑑𝑥
𝐸𝐼
 1 𝑚𝑀
𝛿= ∫ . 𝑑𝑥
𝐸 𝐼
For 0 < x < 0.7b:
1 0.65(𝑀𝑇𝑂𝑀. 𝑔. 𝑥 4 )
𝛿= ∫ . 𝑑𝑥
𝐸 6𝑏 2 𝐼
For 0.7b < x < b:
1 0.65(𝑀𝑇𝑂𝑀. 𝑔. 𝑥 4 )
𝛿= ∫ . 𝑑𝑥 − 2𝑀𝑒𝑛𝑔. 𝑔(𝑥 − 0.7𝑏)
𝐸 6𝑏 2 𝐼

Deflection due to shear

𝑣𝑉
𝛿=∫ . 𝑑𝑥
𝐺𝐴
1 𝑣𝑉
𝛿= ∫ . 𝑑𝑥
𝐺 𝐴
Real Shear:
𝑉 = 𝑅𝑒𝑎𝑙 𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒𝑠 𝑂𝑛 𝐹𝑟𝑜𝑛𝑡 𝑆𝑝𝑎𝑟 0<x<b
Virtual Shear:
𝑣=1 0<x<b
For 0 < x < b:
1 𝑉
𝛿= ∫ . 𝑑𝑥
𝐺 𝐴

Where
𝐸
𝐺=
2(1 + 0.3)
The trapezium rule on excel was then used to integrate these functions for bending and
shear. The value of the tip deflection was taken from x=0 as this is the point at the tip of the
wing.

Task 5: Use the limit load method to calculate the front spar deflection at the engine
location under the prescribed loading. You may assume that the deflection is caused by
bending and shear only.
This task was the same method as task 4 however, the virtual load of 1N was applied at 0.7b
where the engine is located. The real moments were the same as task 4. As the virtual load
was located at a different point the beam was cut at two different places to obtain
expressions for the moments along the beam. Two different expressions were obtained for
the virtual moments. The expressions were subbed into the deflection equation to obtain
the equations as shown below.
Again, the deflection due to shear was calculated in a similar manor to the deflection due to
bending only using the appropriate equation for shear. The real shear forces were used for
the real shear and the virtual shear was found by applying a virtual point at the engine
location (0.7b). This gave a value of 0 from 0 < x < 0.7b and a value of 1 for 0.7b < x < b.
MTOM = mass at take off

g = gravity

x = distance along beam

Meng = mass of engine

b = length of beam

M = real moment

m = virtual moment

δ = deflection

E = young’s modulus

I = second moment of inertia

V = real shear force

v = virtual shear force

G = shear modulus

A = Area

Real moments:

1 0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 2
𝐸𝑞𝑢𝑖𝑙𝑖𝑣𝑎𝑛𝑡 𝑃𝑜𝑖𝑛𝑡 𝐹𝑜𝑟𝑐𝑒 = . 𝑥. =
2 𝑏2 𝑏2
 𝑥
𝑀𝑜𝑚𝑒𝑛𝑡 𝐴𝑟𝑚 =
3

0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 3
𝑀=
6𝑏 2

𝐸𝑞𝑢𝑖𝑣𝑎𝑙𝑒𝑛𝑡 𝑃𝑜𝑖𝑛𝑡 𝐹𝑜𝑟𝑐𝑒 = −2𝑀𝑒𝑛𝑔. 𝑔

𝑀𝑜𝑚𝑒𝑛𝑡 𝐴𝑟𝑚 = 𝑥 − 0.7𝑏

Cut at point 1:

𝑀=0 For 0 < x < 0.7b

Cut at point 2:
𝑀 = −2𝑀𝑒𝑛𝑔. 𝑔(𝑥 − 0.7𝑏) For 0.7b < x < b

Therefore,
Real moment 0 < x < 0.7b:

0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 3
𝑀=
6𝑏 2
Real moment 0.7b < x < b:

0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 3
𝑀= − 2𝑀𝑒𝑛𝑔. 𝑔(𝑥 − 0.7𝑏)
6𝑏 2
Virtual Moment:

1N
2 1

Cut at point 1:
𝑚=0 For 0 < x < 0.7b
x
Cut at point 2:
𝑚 = (−1)(𝑥 − 0.7𝑏)
𝑚 = −𝑥 + 0.7𝑏 For 0.7b < x < b

𝑚𝑀
𝛿=∫ . 𝑑𝑥
𝐸𝐼
1 𝑚𝑀
𝛿= ∫ . 𝑑𝑥
𝐸 𝐼
For 0 < x < 0.7b:
1 (0)(0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 3 )
𝛿= ∫ ( ) . 𝑑𝑥
𝐸 6𝑏 2 𝐼

𝛿=0
For 0.7b < x < b:
1 (−𝑥 + 0.7𝑏)(0.65𝑀𝑇𝑂𝑀. 𝑔. 𝑥 3 − 2𝑀𝑒𝑛𝑔. 𝑔(𝑥 − 0.7𝑏))
𝛿= ∫
𝐸 6𝑏²𝐼

Deflection due to shear

𝑣𝑉
𝛿=∫ . 𝑑𝑥
𝐺𝐴
1 𝑣𝑉
𝛿= ∫ . 𝑑𝑥
𝐺 𝐴
Real Shear:
𝑉 = 𝑅𝑒𝑎𝑙 𝑆ℎ𝑒𝑎𝑟 𝐹𝑜𝑟𝑐𝑒𝑠 𝑂𝑛 𝐹𝑟𝑜𝑛𝑡 𝑆𝑝𝑎𝑟 0<x<b
Virtual Shear:
𝑣=0 0 < x < 0.7b
𝑣=1 0.7b < x < b
For 0 < x < 0.7b:
1 (0)(𝑉)
𝛿= ∫ . 𝑑𝑥
𝐺 𝐴
𝛿=0
For 0.7b < x < b:
1 𝑉
𝛿= ∫ . 𝑑𝑥
𝐺 𝐴

Where
𝐸
𝐺=
2(1 + 0.3)

Again, the trapezium rule was used to integrate the functions to calculate the deflection at
the engine.
Task 6 – Use the developed analysis method to find the minimum mass spar designs that
meet the design requirements, subject to the various geometric and loading constraints.
Identify the optimal design for each of the 3 materials and cross section types, and clearly
identify the critical design requirement in each ease.

I Section beam
2ℎ𝑠𝑝𝑎𝑟
𝐴𝑟𝑒𝑎 = ( ) ∗ (𝑡𝑠𝑝𝑎𝑟) + (𝑡𝑠𝑝𝑎𝑟) ∗ (ℎ𝑠𝑝𝑎𝑟 − 2𝑡𝑠𝑝𝑎𝑟)
2
Box Section beam
ℎ𝑠𝑝𝑎𝑟 ℎ𝑠𝑝𝑎𝑟
𝐴𝑟𝑒𝑎 ∶ ( ) ∗ (ℎ𝑠𝑝𝑎𝑟) − ( − 2𝑡𝑠𝑝𝑎𝑟) ∗ (ℎ𝑠𝑝𝑎𝑟 − 2𝑡𝑠𝑝𝑎𝑟)
4 4
C Section beam
ℎ𝑠𝑝𝑎𝑟 ℎ𝑠𝑝𝑎𝑟
𝐴𝑟𝑒𝑎 = ( ) ∗ (ℎ𝑠𝑝𝑎𝑟) − (ℎ𝑠𝑝𝑎𝑟 − 2𝑡𝑠𝑝𝑎𝑟) ∗ (( ) − (𝑡𝑠𝑝𝑎𝑟))
3 3
𝑀𝑎𝑠𝑠 = 𝐷𝑒𝑛𝑠𝑖𝑡𝑦 𝑥 𝑉𝑜𝑙𝑢𝑚𝑒

Constraints
1. Deflection at tip < 0.5
2. Deflection at engine < 0.007
3. Spar height < 0.6
4. Thickness > 0.002
5. Max bending stress < Axial failure stress
6. Max shear stress < Shear failure stress
Task 7: Identify two limitations and assumptions of the analysis performed. Discuss and
how they may influence the design of the real structure.

1) Elastic Material

When using the unit load method, linear constructive behaviour is assumed during
calculations.

2. Homogeneous material behaviour

The wing structure is considered to have uniform properties throughout. In this circumstance,
the construction of the wing spar was considered to be unrealistic as construction and
material irregularities are neglected in the real world.

Task 8: Two assumptions relating to the structural idealisation (loading, geometry etc) and
discuss how they may influence the design of the real structure.

The symmetry structural system can be efficiently demoralised for the purpose of studying
systems that are found in real life wing structures. The presence of symmetry in the support
and loading conditions in the structures undergoes symmetry deformation that, is unrealistic
in the real world. Furthermore, structural idealisation that includes 2D loading on spar is
believed to be impractical in the physical world as well.

On the other hand, the deflections are based on the wing sections (I, C Box sections), as these
assumptions are simplified, the stringers in wing sections are neglected in the real world,
which made the deflection values unrealistic without the consideration of stringers that plays
a part in enhancing the structural stiffness.
Task 9:

As the optimal section and material has been chosen, the engine weight and location at spanwise and
chordwise of the wing becomes and the new manipulative variable to determine the sensitivity of the
spar performance. Hereby displays the results after manipulating the engine at the spanwise location:

Left: Bending moments and shear force after removal of engine from wingspan

Right: Bending moments and shear force after spanwise relocation of engine at 4.5x

Results from manipulating the engine at spanwise location.

The results above displays the original location of the engine is at 10.5x of the wing span
(x=15m), whereas the engine is then moved to 0x, 4.5x and 12x. The method to manipulate
the variable is by changing the engine loading location on the excel sheet at Task 1 and 2 and
virtual moment and shear on task 5. The optimisation page then feature the new values for
maximum bending stresses and maximum shear stresses.
The engine mass is then becomes the manipulated variable to test the sensitivity of the wing spar (0kg,
1500kg, 3000kg, 3500kg). The method to produce the results is by simply changing the values of the
mass on the optimisation page, which, interconnects with the engine mass values at Task1, 2 and 5.
Hereby presents the results after changing the mass values:

As the engine at the chord location contributes to the shear loading ( at 100% engine shear loading
upon the wing, the shear force engine load is assumed to be at 2x engine mass), therefore, at 1x engine
mass, the engine shear loading upon the wing is assumed to be at 50%, ultimately shifting the engine
location nearer to the wing chord, c, as seen below:

Figure above shows the engine location at 100% of the wingbox chord, c
Results of manipulating the engine location at the wingbox chord.
Meeting record