EMEM 671-01 Team Members: Jiayi Lu Kulcu-Roca Corey Huan Yu Chan Instructor: Dr.

Venkataraman Date: 5/18/08

Table of Contents

Introduction .............................................. 3 Assumptions .............................................. 3 Analysis...................................................... 3 COMSOL Analysis................................... 6 Conclusion ................................................. 9 References ............................................... 10 Appendix..11

Introduction The purpose of this project is to analyze a 1 meter (3.3ft) long section of a wing using the tools and concepts learned in class. The airplane that is chosen for this project is the Boeing 747-400. The wing section that is being analyzed is from 45 ft to 48.3 ft along one side of the wing span in level flight condition. Throughout the project, reasonable assumptions are made in order to get sufficient data. The model of the 1 meter wing section is made and analyzed in COMSOL. Assumptions The following assumptions are made during the wing section analysis: Maximum take-off weight is averaged from 3 different models Due to difficulty of finding details on structure information of the wing, it is assumed that each rib is 3.28084 feet (1 meter) apart based on measured approximation from drawing The mid-span airfoil for the 747-400 is assumed to be the same as the 737 based on data from UIUC Airfoil database, M. Selig The geometry of the rib is assumed to be the same as the airfoil Since the material of the wing is aluminum composites, the material properties used in the analysis is assumed to be aerospace metal composites AMC225XE T4 aluminum/silicon carbide MMC forged plate For generating the V-n curve, the velocities for positive and negative wing incidence can be estimated from similar Boeing models Equations for V-n curve from Aircraft Structures, T. Megson can be calculated using English units All elements in the segment of wings are 0.328084 feet (0.1 meter) thick The cross-section area for wing under the Whole Wing Bending using COMSOL, the cross sectional height 1.13 m (3.707 ft)is and the cross sectional area is 10m^2 (107.63 ft^2), and the Two spars support the ribs in the wing: one near the leading edge; the other twothirds from the front of the wing Analysis Part 1 : V-n Curve Analysis: The V-n curve (flight envelope) is used to determine the performance limits of the airplane ranging from zero to diving velocity (max operating speed). The analysis was developed using methods from Aircraft Structures, T. Megson and data from Janes All the Worlds Aircraft, P. Jackson. The equations used are shown below:

n1 = 2.1 + 24000 / (W + 10000)

n2 = 0.75 n1

n3 = 1

Pr oof Load Factor n = 1.25 n1 Ultimate Load Factor n = 1.5 n1 2 nW = VA2 S n=

C L ,max

V 2 SC L ,max
2W
V-n Curve (Flight Envelope)

3.5

2.5

Manoeuvring Load Factor

Proof Load Ultimate Load C-D1 D1-D2 E-D2 Positive Stall A-C Negative Stall F-E Level Flight 0 200 400 600 800 1000 1200

1.5

0.5

-0.5

-1

-1.5 Velocity (ft/s)

Part 2 : Wing Bending Analysis: Theoretical Wing Bending Analysis: Free Body Diagram with calculated reactions of the whole wing:

FB=158406lbf

FC=158406lbf

A B C

MA=32766124lbf.ft L2=27.79 ft L3=56.61ft L1=95.05 ft Ay= -653953kbf w=10213.2lbf/ft

Detail Calculations are shown in Appendix C. MatLab Analysis Diagram:

3.2766 x 10
7

Shear,Bending,Deflection for boeing 747-400 30

w(x) V(x) M(x) 20 y(x)

w(x), V(x), M(x),y(x)

1.6383

10

0 -0.0327 -0.0654

10

20

30

40

50 x (ft)

60

70

80

90

0 100

Part 3: COMSOL Analysis: Wing Bending Analysis The plots below are the full wing bending analysis using COMSOL. When compared to the MatLab analysis, the COMSOL solutions show very similar result.

Y Displacement

Strain Energy Density

Shear Force

Bending Moment

Wing Segment Shear Analysis

There are 2 different boundary value constrains setting for the COMSOL analysis. First, as demonstrated in Figure 2.1 and 2.2, the 1m (3.28 ft) width wing segment, located from 45ft to 48.3 ft section of the wing. The team assumes both ribs are fixed. Then we applied a uniform Lift of 10213.1lbf/ft on the bottom surface and apply shear force and moment on the ribs. The magnitude applied: V(x=45ft) = -352765 lbf; M(x=45ft) = 10952936.7 lbf.ft; V(x=48.3ft) = -319061.4 lbf M(x=48.3ft) = 9844423.1 lbf.ft

The deformation occurs solely on the shell surface. As the result, the graphs show a maximum edge deflection of 1.344e-5 ft and max Von Mises stress value of 1.187e4 lbf/ft^2. Also, the maximum boundary deflection is 1.165e-5 ft. The values fall under the acceptable range even when the applied load is accounted with Factor of Safety of 2.66.

Figure 2.1 Object Displacement with Ribs Fixed

Figure 2.2 Von Mises Stress Diagram for Fixed Ribs

Under the second circumstance, the team fixed the leading edge and trailing edge, while under the same load, hoping to analyze moment and shear acting on the ribs. The results, as shown is the deflection around the mid section of the wing, with max deflection of 9.394e-3 ft. The number is considerable small compared to overall wing dimension. Therefore, even through the deflection seems to change the camber of the wing, it should not have massive effect in the overall Lift generation for the wing.

Figure 2.3 Von Mises Stress with Lead Edge and Trailing Edge fixed

Figure 2.4 Displacement with Lead Edge and Trailing Edge fixed

Conclusion While using the COMSOL to analyze the full wing bending, the team applied a 2.66 FOS into the uniform lift under the wing, and maximum deflection appears on the end of the wing with the magnitude of 28.59 ft. The result is relatively large with consideration of FOS, the main cause is the geometry of the wing, with long wing span and relatively small cross section height and area. Also, the wing is under the assumption of an isotropic material. With help of stiffener, there will be effective way to cut down the deflection of the wing. According to the COMSOL results, the deflection of the 1m wing section is extremely small and the stress is reasonable regardless of how the boundary conditions are applied. This should be acceptable since the section that is analyzed is relatively short. Also, the figures shown above indicate that the maximum stress and deflections mostly occur at the center of the airfoil and the skin deflection seems to appear away from the spars. Therefore, if there are more spars being used in the COMSOL analysis there can be better solutions compared to the actual wing design. Also, spars with higher stiffness would prevent more deformation.

References "A380 Specs." Aerospace and Ocean Engineering. Virginia Tech. 16 May 2008 <http://www.aoe.vt.edu/~mason/Mason_f/A380Hosder.pdf>. "Aerospace Metal Composites." Matweb. 2 May 2008 <http://www.matweb.com/search/DataSheet.aspx?MatID=14952>. Jackson, Paul, Kenneth Munson, and Lindsay Peacock, eds. 2005-2006 ed. London: Sampson Low, Marston & Co., 2005. Jackson, Paul, Kenneth Munson, and Lindsay Peacock, eds. 2006-2007 ed. London: Sampson Low, Marston & Co., 2006. Megson, T H. Aircraft Structures for Engineering Students. 4th ed. Oxford: Elsevier Ltd., 2007. Selig, Michael, comp. "UIUC Airfoil Coordinates." AE UIUC. 19 Feb. 2008. UIUC. 24 Apr. 2008 <http://www.ae.uiuc.edu/m-selig/ads/coord_database.html#B>. "The Boeing 747-400." Airliners. 16 May 2008 <http://www.airliners.net/aircraftdata/stats.main?id=100>. "The Wings." Allstar Network. 12 Mar. 2004. FIU. 16 May 2008 <http://www.allstar.fiu.edu/AERO/flight12.htm>. Vogelaar, R, comp. "747-400." Zap16. 09 May 2007 <http://www.zap16.com/civ%20fact/civ%20B747-400.htm>.

Member Responsibilities: Jiayi Lu: Airplane selection Data Collection Wing Bending Hand Calculation and MatLab analysis\ COMSOL Analysis Project Write Up Huan-Yu Chen COMSOL Model Generation and Analysis Project Write Up Corey Kulcu-Roca V-n Curve COMSOL Analysis Project Write Up

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Appendix A: 3-View Data

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Appendix B: Boeing 747-400 Design Specifications

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Appendix C: Detail calculations Total weight: Weight = L = max T-O weight = 875000 lbf Factor of Safety (proof factor): n = (2.1 + 24000/(875000 + 10000))*(1.25) = 2.66 Lift due to wing: W = (2.66)(0.9)( 875000lbf)(0.5) = 1047375 lbf Span of each wing: b/2 = 211.4 ft/ 2 = 105.7 ft Radius of fuselage: df/2 = 21.3 ft/ 2 = 10.65 ft Total length of each wing: L1 = b/2 - df/2 = 95.05 ft Lift per unit length: WL = (1047375 lbf) / (95.05 ft) = 11019.2 lbf/ft Weight of fuel: WF = 380425lbf/4 = 95106 lbf Weight of engine:WE = 63300 lbf FB = FC = WE + WF = 95106 lbf + 63300 lbf = 158406 lbf Distributed force along the wing: w = WL - Wwing = 11019.2 lbf/ft 806 lbf/ft = 10213.2 lbf/ft Finding reaction force at point A: Ay FB FC + w*L1 = 0 Ay = -653953 lbf Finding moment at point A: -MA FB*L2 FC*L3 + w*(L1)2/2 = 0 MA = 32766124 lbf.ft Finding shear force and bending moment along the wing using singularity function: w(x) = 10213.2(x-0)0 V(x) = 10213.2(x-0)1 653953(x-0)0 158406(x-27.79)0 158406(x-56.61)0 M(x) = 5106.6(x-0)2 653953(x-0)1 158406(x-27.79)1 158406(x-56.61)1 + 32766124(x-0)0 Y(x) = 1/EI{425.54(x-0)4 - 108992.17(x-0)3 - 26401(x-27.79)3 - 26401(x-56.61)3 + +16383062(x-0)2} For the wing section being analyzed (x = 45 ft to x = 48.3 ft): V(x=45ft) = -352765 lbf M(x=45ft) = 10952936.7 lbf.ft Y(x=45ft) = 8.61 ft V(x=48.3ft) = -319061.4 lbf M(x=48.3ft) = 9844423.1 lbf.ft Y(x=48.3ft) = 9.71 ft

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