International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 07 Issue: 12 | Dec 2020 www.irjet.net p-ISSN: 2395-0072
MODELING AND STRUCTURAL ANALYSIS OF AIRCRAFT WING USING
ALUMINIUM ALLOY AND TITANIUM ALLOY
Balaji Jadhav
Dept. of Mechanical Engineering, Sanjay Ghodawat Institute, Maharashtra, India
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Abstract - A wing is a structural component of aircraft up of spars and ribs and covered with metal. Spars are
which is used to produce lift during the flight. Wing is initially attached to fuselage and the tip chord is free, hence aircraft
inclined at certain angle of attack. When the flow passes over wing is considered as a simple cantilever beam.
it, due to the pressure difference at top and bottom surface of There will be several limitations and assumptions made
the wing lift force is generated. The main purpose of this throughout the analysis. Finally, the structural analysis of
project is to find out which material (Aluminium alloy or stress, strain, and deformation data of the wing is acquired
Titanium alloy) is best suited for making of wing for subsonic from end to end transient structural analysis, which is
flight. The wing is designed in solid modeling software CATIA smeared for optimization and improvement to the design of
V5 R21 and analysis is done using finite element method by the aircraft for the future.
using ANSYS. Static structural analysis of the wing is done to
find deformation, stress, and strain induced in the wing 2. AIRFOIL TERMINOLOGY AND DEFINITIONS
structure. In this study, the aircraft wing structure with skin, 2
spars and 10 ribs are considered for the analysis. The ribs are 2.1 AIRFOIL
running from leading edge to trailing edge and 2 spars
running longitudinally along the length of wing. In conclusion, In the airfoil profile, the forward point is called the leading
the recreation consequences indicate that the arrangement is edge and the rearward point is called the trailing edge. The
possible and by comparing the results it is found that the straight line connecting the leading and trailing edges is
Titanium alloy offers more flexural strength and mechanical called the chord line of the airfoil. The distance from the
properties. leading edge to the trailing edge measured along the chord
line is designated as a chord (c). The mean camber line is the
Key Words: Structural Behaviour, Deformation, Stress, locus of points midway between the lower surface and upper
Strain, Aircraft Wing, ANSYS. surface when measured normal to the mean camber line
itself. The camber is the maximum distance between the
1. INTRODUCTION mean camber line and the chord line, measured normal to the
chord line. The thickness is the distance between the upper
The composition and manufacture of aircraft wings demand and lower surfaces also measured normal to the chord line.
attention to several unique structural requirements. High The shape of the airfoil at the leading edge is usually circular,
strength and lightweight are the two primary functional with a leading-edge radius of 0.02c, where c is the chord
needs to be considered in selecting materials for the length. The upper and lower surfaces are also known as
construction of an aircraft wing. Different material used to suction and pressure surface respectively.
manufacture wing will experience a different type of
structural behaviors. As the chief assembly to generate lift,
the lifting surface is the total critical share of an airplane.
The wing not lone assures flying steadiness but also provides
a facility to support the strategic operation unit. There are
many types of wing aircraft, such as the conventional wing,
delta wing, wings having sweep, dihedral wing, tapered
wing, and flexible geometry wing, and each wing will
produce different aerodynamic characteristics, stability, and
maneuverability.
We know two basic methods of the modal analysis, namely
the numerical modal analysis and the experimental modal 2.2 AIRFOIL CLASSIFICATION
analysis. The experimental modal analysis deals with
measurements input data from which a mathematical model
The Network of Aquaculture Centers in Asia-Pacific, airfoil
is derived. This paper is mainly concerned about numerical
series, the 4-digit, 5-digit, and the updated 4-/5- digit, were
modal analysis. Wing construction is similar in most modern
generated using analytical equations and analogies that
aircraft. In its simplest form, the wing is a framework made
described the curvature of the airfoil's mean-line (geometric
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Volume: 07 Issue: 12 | Dec 2020 www.irjet.net p-ISSN: 2395-0072
centerline) as well as the section's thickness distribution 3.2 TITANIUM ALLOY
along the length. Also, the families, which included the
6-Series, were more complex shapes which were derived Titanium alloys are more compatible with carbon fibers and
using theoretical methods. are used to avoid galvanic corrosion problems. The greater
use is driven by design in response to mechanical and
(I) NACA Four-Digit Series: thermal loads associated with high maneuverability and
supersonic cruise speed.
The family of airfoils which was curated by utilizing this
approach was called the NACA Four-Digit Series. Here in, the 3.3 MATERIAL PROPERTIES
maximum camber in the percentage of the chord (airfoil
length) is given by the first digit, the second indicates the The physical structure modelled in this work is an aircraft
position of the maximum camber and lastly, the maximum wing of airfoil cross section BOEING BACXXX. Its dimensions
thickness of the airfoil in the percentage of the chord is are that of a research subsonic aircraft wing. It is made of an
provided by the last two numbers. For example, the NACA aluminium alloy (1st case) and titanium alloy (2nd case)
2415 airfoil has a maximum thickness of 15% with a camber structure. The material properties used throughout this
of 2% located at 40% chord from the airfoil leading edge (or study are shown below:
0.4c). Using these values, one can compute the coordinates of
the entire airfoil using specific equations. Material Young’s Poisson’s Ratio
Modulus (GPa)
(II)NACA Five-Digit Series: Aluminium alloy 73 0.3
Titanium alloy 120 0.342
The NACA Five-Digit Series and the Four-Digit Series are
quite similar as they use the same thickness forms, but the Table 1: Properties of materials.
mean camber line is defined differently and the naming
convention is a bit more complex. The design lift coefficient 4. WING DESIGN PROCEDURE
(cL) is given by the first digit, when multiplied by 3/2, yields
it in tenths. The next two digits, when divided by 2, give the The amount of lift produced by an airfoil depends upon
position of the maximum camber in tenths of the chord. The many factors. They are angle of attack, the lift devices used
final two digits again indicate the maximum thickness in a (like flaps), the density of air, the area of wing, the shape of
percentage of chord. Taking an example, the NACA 24013 wing, the speed at which the wing is travelling. Some Factors
has a peak thickness of 13%, a design lift coefficient of 0.3, affecting wing size they are cruise drag, stall speed, take-off
and the maximum camber located 20% behind the leading and landing distance. The first step is to get the airfoil shape
edge. in the CATIA workbench. As we are considering that wing is
designed with only one airfoil throughout, it has to be scaled
At present, the resources available for computation allow the down accordingly to get the required shape of a wing profile.
designers to design and optimize the airfoils specifically
tailored to a particular application. 4.1 SELECTION OF AIRFOIL
3. MATERIAL SELECTION Beforehand the scheme plans underway, values for several
constraints must be selected. These comprise the airfoil as,
The metals used in the aircraft manufacturing industry in numerous venerations, it is the core of the aircraft.
include steel, aluminium, titanium and their alloys. In this Correspondingly, the airfoil upsets the voyage quickness,
project two materials are used, they are Aluminium alloy and take-off, and landing stage spaces, cubicle speed,
titanium alloy, both materials have some characteristics management abilities, and total aerodynamic efficacy
which are best suited for wing design. through all stages of voyage. BOEING BACXXX airfoil is being
used in Boeing 747-400 and the design has a high lift
3.1 ALUMINIUM ALLOY characteristic in subsonic speed, and thus it is very suitable
for the transport aircraft of Boeing 747-400. Therefore, for
It is easily machined in certain tempers, and it has good wing Skelton structure we use BOEING BACXXX airfoil co-
strength as well as having high hardness. Mainly this ordinates.
material used in aerospace industry. Each material has some
chemical composition. 4.2 WING COMPONENT DESIGN
The physical structure modelled in this work is an aircraft
wing of airfoil cross section BOEING BACXXX. Its dimensions
are that of a research subsonic aircraft wing. It is made of an
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International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
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aluminium alloy (1st case) and titanium alloy (2nd case)
structure.
Since there are several limitations and due to the wing
structure complexity and tremendously laborious if not
challenging to convey out, the geometry of the exemplary is
streamlined by declining the scale of the wing and omitting
numbers of struts as they do not underwrite in contradiction
of bending. This can be finished since collapsing on the
membrane was not shaped. Moreover, this wing component
design is made up of a 1:4 ratio since there are limitations
that the software cannot solve the design problem. Thus, the
wing structure design specifications are made purposely for
this research paper is as follows
Wing Span 4500mm Figure 2: Dimension of the rib.
Chord Length 1000mm
Airfoil BOEING BACXXX
Taper Ratio 1
Sweep Angle 0°
Ribs Design Root and Tip 40mm
Thickness
Other Ribs 20mm
Spars Length 4500mm
Thickness 60mm
Table 2: Wing component design specification.
4. FINITE ELEMENT GEOMETRY AND MODELLING
Firstly, to have a very smooth curved line of BOEING BACXXX
airfoil, the point co-ordinates were exported from the airfoil
tools and UIUC airfoil Coordinates Database. It is much
accurate compared to sketching the curved line of BOEING
BACXXX airfoil. Figure 3: Isometric view of the rib in XYZ-plane.
Figure 4: Dimension of both primary and secondary spars.
Figure 1: Airfoil Co-ordinates.
Secondly, spars and holes are sketched at the front plane.
The dimensions of main spars, secondary spars, and holes
are shown in figure below.
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International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 07 Issue: 12 | Dec 2020 www.irjet.net p-ISSN: 2395-0072
Figure 8: Assembly of the wing.
5. FINITE ELEMENT MESHING AND BOUNDARY
Figure 5: Isometric view of the spar in XYZ-plane. CONDITIONS
Generating a mesh is one of the most critical steps in FEM for
obtaining reasonable results. Many types of, 2D and 3D,
elements can be used. Figure illustrates some mesh
elements. The type of elements chosen depends on the type
of geometry and the nature of the analysis. Each element has
an ideal shape and due to complex geometries, the element
has to be deformed so that it fits. This is referred to as mesh
skewness and the bigger it is the less accurate
approximations are. Increasing the number of elements
solve the issue of overly skewed elements.
Figure 6: Internal structure of the wing model.
Figure 9: Meshed wing structure.
In boundary condition one end of the wing is fixed because it
is embedded inside the fuselage and other end is left free
with 6 degree of freedom. Pressure force of 500Pa is applied
at the bottom surface of the wing at center of pressure.
Center of pressure is a point at which total pressure is
assumed to be acted.
Figure 7: Wing skin of the wing.
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Volume: 07 Issue: 12 | Dec 2020 www.irjet.net p-ISSN: 2395-0072
Figure 10: Boundary conditions.
6. STATIC STRUCTURAL ANALYSIS
Figure 13: Equivalent Elastic Strain of aluminium alloy.
Static structural scrutiny is functional to analyze the wing as
it does not depend on the time motion. The aim of this study
is to do the analysis and the structural trend of a three-
dimensional wing with no motion of time. Thus, to observe
the structural behavior of the wing, static structural analysis
is the best pick.
Figure 14: Total Deformation of titanium alloy.
Figure 11: Total Deformation for aluminium alloy.
Figure 12: Equivalent (Von-Mises) Stress of aluminium
alloy. Figure 15: Equivalent (Von-Mises) Stress of titanium
alloy.
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