Transcript
DAY 2
FUSELAGE
FUSELAGE• An aircraft’s main body section that holds
crew and passengers or cargo• It is derived from the French word “Fusele –
Spindle shaped”
FUSELAGE
FUSELAGE ASSEMBLAGE
• Box truss type– The structural elements resemble those of a
bridge, with emphasis on using linked triangular elements. The aerodynamic shape is completed by additional elements called formers and stringers and is then covered with fabric and painted
• Monocoque– the exterior surface of the fuselage is also the
primary structure
• Semi-monocoque– A series of frames in the shape of the
fuselage cross sections are held in position on a rigid fixture, or jig. These frames are then joined with lightweight longitudinal elements called stringers. These are in turn covered with a skin of sheet aluminum, attached by riveting or by bonding with special adhesives
TYPES OF FUSELAGE STRUCTURE
Semi-monocoque fuselage structure consists of• Longerons / stringers (Longitudinal members)
Longerons carries the bending load as axial loadStringers also carry axial loadStringers stabilize the skin
• Framing (Transverse members) Provide the shape to the fuselageReduce the stringer length thus avoiding overall instability
• Skin Carries the shear load from the cabin pressure, external
transverse and torsional loads
• Bulkheads Bulkheads are provided at concentrated loading regions
such as wing attachments, tail attachments and landing gear locations
SEMI-MONOCOQUE FUSELAGE
SEMI-MONOCOQUE FUSELAGE
COMPARISON OF FUSELAGE & WING STRUCTURE
WINGS FUSELAGE
Spar caps carry axial loads induced by bending
Longerons and stringers carry axial load induced by bending
Shear loads are resisted by spar web
Transverse shear loads are carried by skin
Rib design is influenced by local air loads
Fuselage frames are influenced by concentrated loads
Wing skin thickness is more compared to fuselage skin
Because of the curvature, the fuselage skins under compressive and shear load are more stable
Less skin thickness is used
External pressure loads are more on the wing skin
External pressure loads are very less on the fuselage skin
FUSELAGE CONFIGURATION
AERODYNAMIC SMOOTHNESS
PASSENGER REQUIREMENT
LANDING GEAR REQUIREMENT
TYPICAL CROSS SECTION
TYPICAL FRAMES
• Former frame– Pitch = 20”
• Bulkhead frame
STRINGER FRAME CONNECTION
• Stringer and frame are connected through clips
• Stringer clips– Transfer the skin panel normal
pressure loads to frame– Helps break up of effective
column length– Provides some degree of
compressive strength at the inner cap
– Acts as frame web panel stiffener
FLOOR BEAMS
COCKPIT
EMPENNAGE• Empennage is the tail
portion of an aircraft • The empennage gives
stability to the aircraft and controls the pitch and yaw.
• In simple terms the empennage may be compared to the feathers of an arrow, colloquially; "Tail Feathers"
• Structurally, the empennage consists of the entire tail assembly, including the fin, tail plane and the part of the fuselage to which these are attached.
Vertical stabilizer
Fuselage Horizontal stabilizer
Elevator
Rudder
LANDING GEAR
• Two landing gears are available – Nose landing gear– Main landing gear
MAIN LANDING GEAR
AIRCRAFT LOADS
LOADS
• Ground loads– Landing– Transportation– Taxiing
• Air loads– Manoeuvre– Gust
BASIC FLIGHT LOADS• Positive high angle of attack
– Normal force (N) produces compressive stress on the wing upper portion
– Moments from the chord wise force (C) produces compressive stress on the leading edge
– Critical for compressive stresses in upper forward region and tensile stresses in lower aft of the wing
• Positive low angle of attack– Chord wise force (C) is the largest force acting aft on the wing– Wing bending moment produce maximum compressive stresses in
upper front spar flange and maximum tensile stresses in the lower front spar flange
• Negative high angle of attack– Loads are smaller compared to positive high angle of attack– Wing bending moment produce maximum compressive stresses in
lower forward region and maximum tensile stresses in the upper aft region
• Negative low angle of attack– Chord wise force (C) is the largest force acting aft on the wing– Maximum compressive bending stresses in lower aft region and
tensile stresses in the upper forward region of the wing
AIRCRAFT LOADS
• Loads and forces applied on the aircraft structural components to establish the strength level– Air pressure– Inertial loads– Landing loads
DESIGN LOADS
• LIMIT LOAD:– Maximum load anticipated in aircraft service life time– Load aircraft structure should withstand without
causing any permanent deformation
• ULTIMATE LOAD = 1.5 x LIMIT LOAD• LOADS SPECIFIED BY THE LOAD GROUP IS
ALWAYS THE LIMIT LOAD
SAFETY FACTOR
• SAFETY FACTOR = ULTIMATE LOAD /LIMIT LOAD
• SAFETY FACTOR IS PROVIDED FOR THE FOLLOWING REASONS
– UNCERTAINTIES IN LOADS– INACCURACIES IN STRUCTURAL ANALYSIS– VARIATIONS IN STRENGTH PROPERTIES OF MATERIALS– DETORIATION DURING SERVICE LIFE– VARIATION IN FABRICATION IN NOMINALLY IDENTICAL
COMPONENTS
AIRSPEED• Airspeed (AS)
– Speed of the aircraft relative to air
• Indicated Airspeed (IAS)– Speed of an aircraft as shown on its pitot static airspeed
indicator
• True Airspeed (TAS)– Physical speed of the aircraft relative to the air surrounding
the aircraft
• Equivalent Airspeed (EAS)– Speed at sea level that would produce the same
incompressible dynamic pressure as the true airspeed at the altitude at which the vehicle is flying
6422
2
4
1
40
1
4
11 MMM
V
V
e
i
wgt VVV
LIMITING AIRSPEED• Limiting Airspeed
– Speed of the aircraft up to which the structure may not undergo any permanent damage
• Crossing the limiting airspeed may cause– Critical gust– Destructive flutter– Aileron reversal– Wing or surface divergence– Stability and control problems– Damaging buffets
FORCES ON AN AIRCRAFT
LIFT• Lift is a mechanical force generated by solid
objects as they move through a fluid• Lift is the sum of all the fluid dynamic
forces on a body perpendicular to the direction of the external flow approaching that body
• Lift generated on an airfoil depends on– Angle of attack– Speed of the air flow– Total area– Density of air LSCVL 2
2
1
AIRFOIL
• Airfoil is the shape of a wing or blade (of a propeller, rotor or turbine) or sail as seen in cross-section
• Airfoils are– Symmetric (Mean camber line coincides
with chord line)
– Cambered
AIRFOIL TERMINOLOGY
• Leading edge is the front edge of the airfoil• Trailing edge is the back edge of the airfoil• The mean camber line is a line drawn half way between the
upper and lower surfaces. • The chord line is a straight line connecting the leading and
trailing edges of the airfoil, at the ends of the mean camber line. • The chord is the distance between the leading edge and trailing
edge• The maximum thickness and the location of maximum
thickness are expressed as a percentage of the chord • Camber is the asymmetry between the top and bottom curves of
an aerofoil
Leading edge
Trailing edge
PRESSURE VARIATION
dAnpAnpF
LIFT GENERATION
Force = mass x acceleration (F=ma)
Force = mass x Change in velocity )t(t
)Vm(VF
01
01
NOTE: Changing either the direction or speed of the flow generates a force
• Lift is a force generated by turning a moving fluid
THRUST• Thrust is a force created by a power source
which gives an airplane forward motion. • It can either "pull" or "push" an airplane
forward. • Thrust is that force which overcomes drag. • Thrust is generated by
– Propellers– Jet engines
DRAG
• Drag is the aerodynamic force that opposes an aircraft's motion through the air
• Drag is generated by every part of the airplane • Drag is generated by the difference in velocity
between the solid object and the fluid• For drag to be generated, the solid body must be
in contact with the fluid. If there is no fluid, there is no drag
• Drag acts in a direction that is opposite to the motion of the aircraft
CLASSIFICATION OF DRAG
• Drag is generally divided into three categories:Parasitic dragLift-induced dragWave drag
• Parasitic (Parasite) Drag is comprises ofForm drag (Pressure drag)Skin-friction dragInterference drag
TYPES OF DRAG• Skin friction drag: Drag due to the skin friction between the
molecules of air and the solid surface of the aircraft• Form drag: Form drag is due to aerodynamic resistance to
the motion of the object through the fluid. This drag depends on the shape of the aircraft
• Interference drag: Whenever two surfaces meet at a sharp angle on an airplane, the airflow has a tendency to form a vortex. Accelerating the air into this vortex causes drag on the plane
• Lift-induced drag: is a drag force which occurs whenever a lifting body generates lift
• Wave drag: Wave drag is associated with the formation of the shock waves
• Ram drag: Ram drag is associated with slowing down the free stream air as air is brought inside the aircraft
SKIN FRICTION DRAG• Skin friction occurs because air has viscosity.• The entire skin friction drag is created within the
boundary layer• Because air is viscous there is a shearing force
occurring within the boundary layer
FORM DRAG• Form drag depends primarily upon the size and
shape of the object • Form drag is due to the pressure difference
between front and behind the object • Flow separation increases form drag
Ex: When we walk through water we will feel as though we are being held back. This is due to the combination of the build up of pressure in front of us, and the decrease in pressure behind us. This can be seen visually by the rising wave in front of us and the depression in the water behind us
FORM DRAG• Form drag depends primarily upon the size and
shape of the object • Form drag is due to the pressure difference
between front and behind the object
INTERFERENCE DRAG
• Interference drag is the effect of an aerodynamic component on another: wing-body, wing-nacelle, vertical-horizontal tail, junctions
INDUCED DRAG• Induced drag occurs because the
flow near the wing tips is distorted spanwise as a result of the pressure difference from the top to the bottom of the wing
• Swirling vortices are formed at the wing tips, which produce a down wash of air behind the wing which is very strong near the wing tips and decreases toward the wing root
• The local angle of attack of the wing is increased by the induced flow of the down wash, giving an additional, downstream-facing, component to the aerodynamic force acting over the entire wing
LIFT INDUCED DRAG
L F
D
22
2
i bπρeV
2WD
Induced drag
REDUCTION OF INDUCED DRAG
• Winglets offer the best reduction in induced drag
• Winglets also produce additional thrust
WAVE DRAG• Wave drag is caused by the formation of shock waves
around the aircraft • Shock waves radiate away a considerable amount of
energy, energy that is experienced by the aircraft as drag
• Although shock waves are typically associated with supersonic flow, they can form at much lower speeds at areas on the aircraft where, according Bernoulli’s principle, local airflow accelerates to supersonic speeds over curved areas
• The effect is typically seen at speeds of about Mach 0.8, but it is possible to notice the problem at any speed over that of the critical Mach of that aircraft's wing
• The magnitude of the rise in drag is impressive, typically peaking at about four times the normal subsonic drag
RAM DRAG
• Ram drag is associated with slowing down the free stream air as air is brought inside the aircraft
w0 – Intake air mass flow
g – Acceleration due to gravity
v0 – Flight velocity
g
VwF rD
00
DRAG COEFFICIENTBodies Drag Coefficient
Airfoil Section, minimum [1] 0.006
Airfoil Section, at stall [1] 0.025
2-Element Airfoil 0.025
4-Element Airfoil 0.05
Subsonic Aircraft Wing, minimum [2] 0.05
Subsonic Aircraft Wing, at stall [2] 0.16
Subsonic Aircraft Wing, minimum [3] 0.005
Subsonic Aircraft Wing, at stall [3] 0.09
Subsonic Transport Aircraft 0.012
Supersonic Fighter, M=2.5 0.016
Airship 0.020-0.025
WEIGHT ESTIMATION
AIRCRAFT WEIGHT DISTRIBUTION
• Weight breakup of the vehicle is– Structural weight (40%)– Payload (20%)– Fuel weight (40%)
WEIGHT
WEIGHT• Design takeoff gross weight is the total
weight of the aircraft as it begins the mission for which it was designed
• Aircraft weight consists of– Pay load– Fuel– Power plant– Fixed equipment– Structure
equipmentfixedstructureplantpowerfuelpayloado WWWWWW
PAYLOAD• Payload consists of the weights of
passenger, crew and luggage
Wpayload = Wpassenger+Wcrew+Wbags+Wcargo
EMPTY WEIGHT
• Empty weight of the aircraft
• Empty weight fraction for– Jet aircraft 0.45 to 0.55– Turbo prop 0.55 to 0.61
equipmentfixedplantpowerstructureempty WWWW
STRUCTURAL WEIGHT
• Structural weight of the aircraft
WStructure = Wwing+Wfuselage+Wtail+Wlanding gear
WING WEIGHT
1.05 0.3
0.55 0.3 / 2,max
/ 2
6.25cos0.0017 1
coswg zfc
ult rzf c
W Wbn t
W b S
100110405064905570 100510 .
csw...
root
..w
.Zdgwing SCosc
tASNW.W
Wing weight = 8% of airplane weight
1
21106421224
2
36
wgavg
ultwgwing
SCosct
ZFW*TOWbN*.S.W
Wing weight fraction ratioRef: P.Raymer
FUSELAGE WEIGHT• For L/d>5; the gross area of fuselage cabin is
• Weight of fuselage is
• Where Wf – Weight (lbs) VD,E – Design dive speed (knots)
2/3
2
2 11 1
/ /gS dL
L d L d
1.2,0.021 t
f g D E
lW S V
d
LANDING GEAR WEIGHT
• For main landing gear and nose landing gear
3/ 4 5 3/ 2
3/ 4 6 3/ 2
40 0.16 0.019 1.5 10
20 0.10 2 10
mg to to to
ng to to
W W W W
W W W
• For A/c with take off weight > 10000 lbs, landing gear weight is 3.5% to 4.5%
TAIL PLANE WEIGHT
• For main landing gear and nose landing gear
3/ 4 5 3/ 2
3/ 4 6 3/ 2
40 0.16 0.019 1.5 10
20 0.10 2 10
mg to to to
ng to to
W W W W
W W W
• For A/c with take off weight > 10000 lbs, landing gear weight is 3.5% to 4.5%
FUEL WEIGHT • Fuel weight fraction (Wf/W0) can be
estimated based on the mission profile of the aircraft
• Mission profile consists of– Takeoff– Climb– Cruise– Descend– Loiter– Landing
00
1061W
W.
W
Wxf
TYPICAL MISSION PROFILE
0
4
3
2
1
56
7Takeoff (0-1)
Climb (1-2)
Cruise (2-3)
Descend (3-4, 5-6)
Loiter (4-5)
Landing (6-7)
MISSION SEGMENT WEIGHT
• Mission segment weight fraction (Wi/Wi-1) is the weight at the end of the segment divided by weight at the beginning
• Mission segment weight fractions– Takeoff 0.970– Climb 0.985– Landing 0.995
CRUISE MISSION WEIGHT
• Cruise segment weight fraction is calculated using Breguet range equation
i
i
W
Wln
D
L
C
V 1R
D/LV
RCexp
W
W
i
i 1
LOITER FUEL WEIGHT
• Cruise fuel weight fraction is calculated from endurance equation
i
i
W
Wln
D
L
C11
E
D/L
ECexp
W
W
i
i 1
C – specific fuel consumption
SPECIFIC FUEL CONSUMPTION
• Specific fuel consumption is the rate of fuel consumption divided by the resulting thrust
• SFC is measured as fuel mass flow per hour per unit thrust force
• Unit for SFC is – lb of fuel/hr/lb of thrust (FPS system)
– mg/Ns (Metric system)
• SFC for propeller engines are measured as Cbhp
pounds of fuel per hour to produce one hp at the propeller shaft
pbhp
VC
550C
SPECIFIC FUEL CONSUMPTION
Typical Jet SFC lb of fuel/hr/lb of thrust (mg/Ns)
Type Cruise Loiter
Pure Turbojet 0.9 (25.5) 0.8 (22.7)
Low-bypass turbofan 0.8 (22.7) 0.7 (19.8)
High-bypass turbofan 0.5 (14.1) 0.4 (11.3)
Propeller SFClb/hr/bhp (mg/W.s)
Piston prop (fixed pitch) 0.4 (0.068) 0.5 (0.085)
Piston prop (variable pitch) 0.4 (0.068) 0.5 (0.085)
Turboprop 0.5 (0.085) 0.6 (0.101)
EXAMPLE
• Takeoff weight W1/W0 =0.97
• Climb W2/W1 =0.985
• Cruise
• Loiter
• Land W5/W4=0.995
• W5/W0=0.995*0.917*0.855*0.985*0.97=0.745
• Wf/W0=1.06*(1-0.745)=0.270
D/LV
RCexp
W
W
2
3
8550913204
00013902800000
2
3 ..*
.*exp
W
W
D/L
ECexp
W
W
3
4
917016
0001111010800
3
4 ..*
expW
W
AIRCRAFT COORDINATE SYSTEM
STABILITY AND CONTROL
AIRCRAFT MOTIONS
(Y)
(X)
(Z)
AIRCRAFT MOTIONS
ROLLING
ROLLING
PITCHING
YAWING
SPOILERS
FLAPS AND SLATS
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