A Report on

DESIGN AND ANALYSIS OF ARRESTER HOOK BRACKET OF A

FIGHTER AIRCRAFT

Presented by

AKISH RAM B 312415114007

ALFRED LEO J 312415114009

St. Joseph’s Institute of Technology, Chennai

Tamil Nadu-600 019

AIRCRAFT RESEARCH AND DESIGN CENTRE

Hindustan Aeronautics Limited

Bangalore

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 CERTIFICATE

This is to certify that Mr. Akish Ram B, and Mr. Alfred Leo J, Project trainees,
have worked upon and successfully accomplished the project titled " DESIGN AND
ANALYSIS OF ARRESTER HOOK BRACKET OF A FIGHTER AIRCRAFT" under my
guidance, as a part of group project in partial fulfillment of their training program.

V.S. Vasudev Amit P Mankar

AGM (SD) Chief Manager(Design)

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 ACKNOWLEDGEMENT

We sincerely thank our respected AGM, Shri. V.S Vasudev, for providing us an
opportunity to work in Fuselage Dept. and making us feel at ease in the
department.

We also express our deepest regards to Shri. Amit P Mankar, who introduced us
to the group and also made us aware of the various activities of the group. We are
thankful for his moral guidance and support given to us in carrying out this project
work.

We would also like to thank Shri B Sreenivasulu and Shri Rudrappa Motagi for
guiding us throughout the design process and also teaching us the basics of
different types of aircrafts.

We would also like to thank Shri M. Sekhar for guiding us in the Analysis of the
design and helping us through the software and patiently correcting every minute
mistake made by us.

We are very much thankful to those who have been giving inspiration and kind
advice without which, it would not have been possible for us to complete this
project.

We thank all our colleagues, friends and well-wishers who have rendered help in
this endeavor.

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 ABSTRACT

Any aircraft structurally has five major assemblies viz Fuselage, Wing,
Undercarriage, Empennage and Tail fin. The fuselage is divided into three parts
viz front fuselage, centre fuselage and the rear fuselage. The wings are also an
important lift producing part of an aircraft. The design of wings may vary
according to the type of aircraft and its purpose.

The wing is attached to the fuselage at a few different points to transfer the
bending & shear loads caused by aircraft lift. Some of these attachments are
designed to bear the bending & shear loads and the other only to transfer the shear
loads.

The part that we have made is the arrester hook bracket which is attached to the
rear fuselage of the aircraft is used to transfer Fz (force acting in z-direction) loads
to the fuselage.

The Arrester Hook Bracket connects AHS platform to STA#30 of Centre

Fuselage.

The Project work covers CAD modelling of arrester hook bracket and the
structural analysis for the design loads on the arrester hook is carried out. The
modelling is done using CATIA and the structural analysis is carried out using
MSC Patran & MSC Nastran software. Later, the stress model has been used to
estimate the load handling capacity of the shear fitting. The project work of “
DESIGN AND ANALYSIS OF ARRESTER HOOK BRACKET OF A
FIGHTER AIRCRAFT” was undertaken at Aircraft Research and Design Centre,
Hindustan Aeronautics Limited, Bangalore.

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CONTENTS
1. Introduction.

1.1 Hindustan Aeronautics Limited.

1.2 Aircraft Design.

1.3 Aircraft Structure

1.3.1 Fuselage

1.3.1.1 Fuselage of typical fighter aircraft

1.3.1.2 Fuselage of typical civil aircraft

1.3.2 Types of fuselage construction

1.3.3 Classification of structure

1.3.4 Structural elements of Fuselage

1.3.5 Description of the Bulk Head

1.3.6 Description of the Arrester Hook Bracket

1.3.7 Introduction to Lug Attachment Joints

1.3.8 Types of failure in a Lug Joint

2. Literature Survey

2.1 Introduction

2.2 Referred Research Papers

2.3 Ski-jump (AVIATION)

2.4 Sea-based Systems

2.5 Land-based Systems

2.6 Takeoff and Landing

3. Computer Aided Drafting (CAD)

3.1 Overview

3.2 Software technologies

3.3 Hardware and OS technologies

3.4 Uses of CAD

3.5 The Effects of CAD

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4. Structural Analysis using Finite Element Method & Metal Fatigue.

4.1 Finite Element Stress Analysis.

4.1.1 Finite Element Method.

4.1.2. Definition.

4.1.3. Necessity of FEM.

4.1.4. Applications of FEM.

4.1.5. Advantages and Disadvantages of Finite Element Tools

4.1.6. Steps involved in FEM.

4.1.7. Types of Elements Available for FEA.

4.1.8. Steps involved in creating a Finite Element Model.

4.1.9. Assumption and limitations of linear static analysis.

4.1.10. Steps for Linear Static Analysis using a FEA tool.

5. Design concepts

5.1 Design Philosophy

5.2 Design loads acting on fuselage

5.3 Design load directions on arrester hook

5.4 Material selection criteria

5.4.1 Types of materials

5.5 Corrosion

5.6 Sealing

6. CAD Modeling

6.1 Arrester Hook Bracket

7. Static Stress Analysis of Arrester Hook Bracket

8. Results and Calculations

9. Conclusion

10. References

List of Figures

List of Tables

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 1. INTRODUCTION
1.1 HINDUSTAN AERONAUTICS LIMITED
In 1940 is regarded as a landmark in the history of Indian Aerospace as this year witnessed the
forming of HAL. In the beginning HAL, was founded to concentrate on repair, overhaul of
military aircrafts and engines in support of the Second World War efforts. Today HAL has
proudly spread its wings and grown into a major public sector company with twelve
manufacturing units, Overhaul division and Research & Development center spread across the
length and breadth of India.

Modern facility and skills combined with competitive prices and design capability make a
unique partner for challenging programs in Aerospace and related fields. Over past five years
HAL has spread its wings to cover various activities in the area of design development,
manufacture and maintenance of light aircraft, piston jet trainers advanced fighter. Combat
aircraft jet engines, aircraft equipment and avionics. These manufacturing divisions are fully
backed by design bureaus for providing Research & Development support.

Aircraft Research & Design Centre

The Aircraft R & D Centre of HAL has a full spectrum of expertise in all facets of aircraft
design & development. Acquired through sustained learning and R & D, our proven capabilities
are backed by rich in-service experience spanning over five decades. Aircraft R&D Center of
HAL has eleven successful designs to its credits ranging from basic trainers to front line combat
aircraft. Nine of these designs have gone into series production and have seen active service in
the Indian Air Force.

The Centre has also integrated new weapons & systems on existing military aircraft. The Centre
has extensive state of the art test facilities and full-fledged Manufacturing Infrastructure for
building Aircraft prototype and Test Articles & can support Flight Developments programs and
has advanced CAD & Fully Integrated Network System. The Centre, has been certified for the
Development of Military & civil airplane and has been recognized as an R&D Centre by the
Department of Science and Technology.

Current Projects in hand

 Light combat aircraft
 Fighter Version
 Trainer Version
 Naval Version
 Intermediate jet trainer development (HJT - 36)
 Digitization of drawings for Boeing
 Development of flight simulators
 Upgrading / retrofit projects

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Future Programs
 Multi-Role Transport Aircraft (MTA) - Cargo Version
 Fifth Generation Fighter Aircraft (FGFA)
 Unmanned Combat Air vehicle.
 HPT -32 Upgrade / Replacement
 Medium Combat Aircraft Pre-feasibilities studies are initiated
Aircraft Research & Design Centre has fully fledged manufacturing infrastructure for building
aircraft prototypes and test articles and can support flight development programs. In addition
to conventional manufacturing facilities, production engineering, tool design and engineering
skills, the Centre has CNC machining facilities and advanced composites manufacturing
facilities.
The manufacturing divisions of HAL provide support for special manufacturing processes like
machining and forming of super alloys, development of precision castings and forgings,
electron beam welding etc. These facilities are manned by skilled, experienced and dedicated
engineers and technicians.

 Design & Development of basic and advanced trainers and combat aircraft from
concept to certification.

 Integration of new weapons and systems on existing aircraft

 Testing of aircraft structure and systems covering preparation of test requirement, test
plans, rig design, instrumentation and analysis

 Wind tunnel model design, fabrication, testing and analysis

 Preparation of flight test plan, onboard instrumentation and flight testing of aircraft and
systems.

 CAD services including surface design, 3D modeling, digitization etc.

 Research programs in related areas.

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1.2 Aircraft Design

Fig 1. Navy Fighter aircraft

Factors to Be Considered in Aircraft Design

 Raw material availability

 Produce ability
 Inspect ability
 Interchangeability
 Maintainability
 Reliability
 Growth potentials

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Aircraft structure must be designed in such a way that it will withstand all the stresses imposed
upon it by the flight and ground loads without any permanent deformation.

1.3 Aircraft Structure

The airframe components are constructed from a wide variety of materials and are joined by
rivets, bolts, screws, and welding or adhesives. The aircraft components are composed of
various parts called structural members (i.e., stringers, Longeron, ribs, bulkheads, etc.). Aircraft
structural members are designed to carry a load or to resist stress. A single member of the
structure may be subjected to a combination of stresses. In most cases the structural members
are designed to carry end loads rather than side loads. That is, to be subjected to tension or
compression rather than bending.

Strength may be the principal requirement in certain structures, while others need entirely
different qualities. For example, cowling, fairing, and similar parts usually are not required to
carry the stresses imposed by flight or the landing loads. However, these parts must have such
properties as neat appearance and streamlined shapes.

In the conventional aero plane whether ancient or modern, there are four main structural
units.

 The wings or main planes

 The body or fuselage
 Tail unit
 Undercarriage.

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The main plane structure usually consists of one or more spars, a series of ribs, leading and
trailing edges. The modern fuselage consists essentially of a shell, reinforced by transverse
frames and longitudinal stringers. This arrangement has replaced the old fashioned fuselage
structure consisting of four longerons, side and cross struts and a bracing of wires or struts on
top, bottom and sides, the whole being covered by a fairing

to give the desired external shape. The tail unit usually consists of a fixed tail plane and movable
elevators in the horizontal plane and a fixed fin and movable rudder in the vertical plane.
Undercarriage structure consists of the main wheels, a nose or tail wheel, axles and compression
struts to take the landing loads.

1.3.1 Fuselage

Fuselage is the main structure or body of the aircraft. It provides space for power plant, cargo,
controls, accessories, passengers and other requirements depending on the purpose (civil,
military &transport). Fuselage shape should be aerodynamically smooth, streamlined &
gradually changed dimension with blended curves. Elliptical or cylindrical shape is preferable
to minimize the total drag.

Functions of Fuselage:

 Depending on the type and mission requirements of aircraft (fighter, trainer, cargo and
civil)
 Fuel storage
 Accommodation of landing gear
 Wing attachment
 Fin attachment
 Accommodation of passengers & baggage
 Housing internal engines

1.3.1.1 Fuselage of Typical Fighter Aircraft:

Fuselage is generally divided into three major assemblies to facilitate production.

 Front Fuselage

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  Centre Fuselage
 Rear Fuselage

Front Fuselage

It consists of nose cone, front / rear cockpit structure, nose undercarriage bay, equipment bay,
air intake, stub wing, doors, covers and hatches. The cockpit structure is designed to achieve
maximum comfortable space inside to accommodate the pilot and other flight control
instruments.

Centre Fuselage

It consists of air duct (trouser duct and circular duct), wing attachment, integral fuel tank bay,
main undercarriage fitting attachment. Radius rod & jack attachment, centre line pylon
attachment, doors and covers.

Rear Fuselage

It consists of engine shroud, engine mount attachment, fin attachment, horizontal tail
attachment, spine structure (for system lines and routings) & engine bay door.

1.3.1.2 Fuselage of Typical Civil Aircraft

 Front fuselage consists of cockpit, nose landing gear and flight deck

 Centre fuselage consists of passenger cabin, cargo compartment, wing attachment &
galley
 Rear Fuselage consists of vertical / horizontal tail attachment, engine attachment, cabin
&toilet etc.,
1.3.2 Types of Fuselage Construction

 Truss type

 Monocoque
 Semi-Monocoque

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Truss Structure:

It consists of two force members (tension & compression) which are bolted / riveted/
welded in joints, generally made up of steel tubes with welded joints.

Fig 2. Structural elements of the aircraft

Monocoque

When the skin is made so strong that it can carry all the loads in the structure without the help
of any internal members, the system of construction is called monocoque. True monocoque
construction leaves the interior completely free of obstruction, and it is very suitable for
fuselage.

Semi-Monocoque

A structural system comprised of a thin skinned shell stiffened by longitudinal stringers which
in turn, are supported by transverse frames forms a semi monocoque structure. Semi
monocoque structure is very efficient, i.e. it has a high strength to weight ratio and is well suited
for unusual load combinations and locations. It has design flexibility and can withstand local
failure without total failure through load redistribution.

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Fig 3. Semi Monocoque structure

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 Advantages of semi monocoque

 Reduction in weigh
 Simpler in manufacturing / forming the skins
 Easier for repairs
 Cracks do not propagate a long way
 Scope of using advanced materials

1.3.3 Classification of Structure

 Primary Structure
 Secondary Structure
 Tertiary Structure
Primary Structure - Any part of the structure in which a failure in flight, in landing and in
takeoff might create a direct cause of structural collapse.

E.g.: Bulk heads, Walls, Floors, Engine mount, Undercarriage mount, Wing mount etc.

Secondary Structure - If any part of the structure that fails but still permissible due to high
reserve factor available in primary structure. (No immediate collapse).

e.g.: Doors, Panel & Partition walls etc.

Tertiary Structure - Lightly stressed parts like covers & fairings.

1.3.4 Structural Elements of Fuselage:

 Frames & Bulk heads

 Skins
 Longeron & Stringers
 Floors
 Walls
 Air duct
Frames & Bulk heads:

Frames are to maintain the shape of fuselage, to reduce column length of the stringer to prevent
instability of the structure and for panel breaking. It is of light construction.

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Bulk head is a main structural member which transfers concentrated loads to the shell of the aircraft.
(Machined / sheet metal built up / truss type). Bulk heads which resist pressure loads due to fuel and air
pressurization will have full webs.

Frame Types:

Open type - where the engine is housed in fuselage

Closed ring type - general type

Full web type - where the bulk head is to resist pressure loads due to fuel /
pressurization.

Frames based on Functions:

Primary frames : Transfer concentrated / inclined load

(Machined or built up)

E.g. : wing-fus, fin-fus, undercarriage attachment

Secondary frames: To transfer air loads (Sheet metal)

Stringers & Longeron:

These are longitudinal members of fuselage structure which resist bending and axial loads. It helps in
redistribution of shear flow in skin by panel breaking (length to width ratio).
Longeron are of greater area of cross section than the stringers.

1.3.5 Description of the Bulk head

The bulkheads are the circumferential members distributed in regular intervals through the
entire length of the fuselage. These are the vertical and concentrated load carrying members.
The shape of bulk head fuselage is of inverted horseshoe .This is to facilitate for the removal
and installation of the engine from bottom. The bulkhead at sta#33 is machined from al-zinc
alloy plate for high strength. The general cross-section of this bulk head is 'c' cross-section.
Bulk head has features like web, flanges and ribs. Web takes the in plane shear loads. Ribs are
provided on the web at regular intervals to prevent buckling of the web. The inner flanges are
riveted to adjacent shroud skin to transfer the loads to skin. The outer flanges are riveted to top
skin. This machined bulkhead is specially designed to take concentrated load from wing shear
attachment. A side fitting is attached with bolts for this purpose on both left hand side and right
hand side. At bottom this is connected to a detachable Tie Beam through Longerons and tie
bracket.

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1.3.6 History of Arrester Hook Bracket

Ely flew from the Tanforan airfield in San Bruno, California and landed on the
Pennsylvania which was the first successful shipboard landing of an aircraft. This flight was
also the first ever using a tail hook system, designed and built by circus performer and aviator
Hugh Robinson.

The development of the modern arresting system in April 1922, the US Navy
for Langley.” The arresting gear will consist of two or more transverse wires stretched across
the fore and off wires (leading) around sheaves placed outboard to hydraulic brakes. The
plane, after engaging the transverse wire is guided down the deck by the fore and off wires
and is brought to rest by the action of the transverse wire working with the hydraulic brake”.

1.3.7 Introduction to Lug Attachment Joints

Lugs are the primary structural elements in airframe structure that are widely used in
connecting different components of the airframe. For ex. Aircraft engine-pylon support
fittings, wing-fuselage attachments and landing gear links are some of the typical applications
where attachments lugs of various configurations can be found.
Failure of the lug may lead to the catastrophic failure of the whole structure. Attachment lugs
can be some of the most critical components in aircraft structure, and the consequences of
structural lug failure can be very severe. Therefore, it is important to establish design criteria
and analysis methods to ensure the damage tolerance of aircraft attachment lugs.

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1.3.8 Types of Failure in a Lug Joint

Bolted or riveted joints are checked for four types of failure: tension, shear, tear and bearing
failure. The average stress for any of the four types is σ = P/A, where σ is the average stress,
P is the load acting on the structure and A is the area of cross section on which the failure
may occur. The margin of safety MS= (σa/σ )-1where σa is the allowable stress and σ is the
stress from load

 For the shear strength of the bolt the area used is A=πd2/4 where d is the diameter of
the bolt and the shearing stress is obtained by

Г=4P/ πd2

 The bearing failure is obtained due to the elongation of the hole in the plate. The
allowable bearing stress depends on the allowable elongation of the hole. The area here
is A=td. Hence the bearing stress is

σbr=P/td,

t is the thickness of the lug

d is the diameter of hole

 In case of tear out failure the area is A=2xt and hence the tearing stress is

σtr=P/2xt

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 x is the distance between the center of the hole and the lug end at an angle of 40o

 The tension stress is uniformly divided over the area A=(w-d)t. Hence the tension stress
is

σt= P/(w-d)t

w is the width of the lug.

Fig 4. Arrester Hook Bracket

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Fig 5. Different views of the Arrester Hook Bracket model

Fig 6. Sketch Design of the Lug Joint

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ARRESTER HOOK BRACKET AHS -PLATFORM

CKET

Fig 7. Arrester Hook Bracket attached to AHS - Platform

BULK HEAD

Fig 8. Bulk head assembly

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Fig 9. Arrester Hook Bracket connected to the Bulk head

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 2. LITERATURE SURVEY

2.1 Introduction

Presently, there exists various different mechanisms used in the aircraft gear systems developed
worldwide so far. A detailed study through literature survey was carried out to understand the
functioning of the various existing arrester systems, their capability, limitations and research
papers available in the related field. The extract of the literature study carried out for arrester
systems developed so far are elaborated in the subsequent paragraphs. Broadly, the outcome of
the literature study is divided into two major sections:

• Referred research papers and existing patents

2.2 Referred Research Papers

The literature giving information about a variety of aircraft available worldwide was studied in
detail. The following section provides summary of literature available, relevant to the present
research work.

Reference [10] is Air Traffic control training series released by Department of the Air Force,
Air Force Flight Standards Agency, USA which give information about the different aircraft
arresting systems available with US Air Force for

aircraft traffic control. It defines major components of aircraft arrester gear and their role as
given below:

Aircraft arresting System (AAS): A series of components used to engage an aircraft and
absorb the forward the forward momentum of an emergency landing or an aborted takeoff.

Aircraft arresting Cable: That part of an aircraft arresting gear which spans the runway
surface or flight deck landing area and is engaged by the aircraft arresting hook This component
is also commonly referred to as the pendant. hook cable, cable or wire.

Aircraft Arresting Complex: An airfield layout comprised of one or more arresting systems.

Energy Absorber: The component of the arresting system through which the kinetic energy
of the arrested aircraft is dissipated

US PATENT 2977076, AIRCRAFT ARRESTING SYSTEM, J.J BYRNE AND R.W.

CRUGER, 28 MAR 1961:

The general organization of aircraft arresting gear includes a pendant stretched transversely
across an aircraft landing runway. The pendant is usually a steel cable. The cable is of sufficient
length that after passing about sheaves it extends to an energy absorber. The ends of the cable
are fastened to a cable payout means, which in association of energy absorber provides
controlled resistance to the aircraft so as to bring it to a gradual stop.

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2.3 Ski-Jump (AVIATION)

Introduction:

In aviation, a ski jump is an upward curved ramp that allows aircraft to takeoff from
a runway that is shorter than the aircraft’s required takeoff roll.

Ski jumps are commonly used to launch airplanes from aircraft carriers that lack catapults.

Principle: A fixed –wing aircraft must build up forward speed during a lengthy takeoff roll. As
the forward velocity increases, the wings produce greater amounts of lift. At a high enough
speed, the lift force will exceed the weight of the aircraft and the aircraft will become capable
of sustained flight. Since the aircraft must reach flight speed using only its own engines for
powers a long runway is required so that the aircraft can build up speed on a aircraft carrier,
the flight deck is so short that most aircraft cannot reach flight speed before reaching the end
of the deck, since lift is less than gravity, the aircraft will lose altitude after the wheels leave
the flight deck and possibly fall into the sea.

SHIPS/CLASSES WITH SKI-JUMPS;

*Vikramaditya (INDIA)

*VIKRANT(R11 INDIA)

*Hermes/Viraat(UK/INDIA)

*Cavour(ITALY)

*Chakri Naruebet(THAILAND).

2.4 Sea-based Systems:

Modern carriers typically have three or four arresting cables laid across the
landing area. All US carriers in the Nimitz-class, along with enterprise, have four wires with
the exception of USS Ronald Reagan and USS George H.W Bush, which have only three.
Gerald R. Forddass, which have three. Pilots aim for the second wire for the three-wire
configuration or third wire for the fourth wire configuration to reduce the risk of landing short.
Aircraft coming in to land on a carrier are at approximately 85% of full throttle. At touchdown,
the pilot advances the throttle to full power.

2.5 Land-based Systems:

Land-based military airfields operating fighter or jet trainer aircraft also use
arresting gear systems, although they are not required for all landings. Instead, they are used
for landing aircraft on short or temporary runways or for emergencies involve brake failure
steering problems or other situations in which using the full length of the runway is not possible
or safe. There are three basic types of land-based systems:

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• Permanent land-based systems.

• Expeditionary land-based systems

• Over-run gear land-based systems.

2.6 Takeoff and Landing:

Aircraft can have different takeoff and landing. Conventional airplanes

accelerate along the ground until sufficient lift is generated for takeoff and reverse the process
to land. Some airplanes can takeoff at low speed. Some aircraft such as helicopter and Harrier
Jump Jets can take off and land vertically. Rockets also usually takeoff vertically, some designs
can land horizontally. Takeoff is the phase of flight in which an aircraft goes through a
transition from moving along the ground (taxiing) to fly in the air, usually starting on runway.
For balloons, helicopters and some specialized fixed wing aircraft (VTOL aircraft such as
Harrier), no runway is needed. Takeoff is opposite of landing.

Landing is the last part of a flight, where a flying aircraft or spacecraft

returns to the ground. When the flying object returns to water, the processes is called alighting,
although it is called “landing” and touchdown as well. A normal aircraft flight includes several
parts including taxi, take off, climb, cruise, descent, and landing.

The different take off and landings are:

• Short Takeoff and Landing (STOL)

• Catapult Assisted Takeoff and Arrested Recovery (CATOBAR)

• Short Takeoff and Arrested Recovery (STOBAR)

• Horizontal Takeoff and Horizontal Landing (HTHL)

• Vertical Takeoff and Vertical Landing (VTVL)

• Vertical Takeoff Horizontal Landing (VTOHL)

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 3.COMPUTER AIDED DESIGN (CAD)
Computer-Aided Design (CAD) is the use of computer technology to aid in the design and
particularly the drafting (technical drawing and engineering drawing) of a part or product,
including entire buildings. It is both a visual (or drawing) and symbol-based method of
communication whose conventions are particular to a specific technical field.

Drafting can be done in two dimensions ("2D") and three dimensions ("3D").

Drafting is the communication of technical or engineering drawings and is the industrial arts
sub-discipline that underlies all involved technical endeavors. In representing complex, three-
dimensional objects in two-dimensional drawings, these objects have traditionally been
represented by three projected views at right angles.

3.1 Overview

CAD is used in the design of tools and machinery and in the drafting and design of all types of
buildings, from small residential types (houses) to the largest commercial and industrial
structures (hospitals and factories).

CAD is mainly used for detailed engineering of 3D models and/or 2D drawings of physical
components, but it is also used throughout the engineering process from conceptual design and
layout of products, through strength and dynamic analysis of assemblies to definition of
manufacturing methods of components.

CAD has become an especially important technology within the scope of computer-aided
technologies, with benefits such as lower product development costs and a greatly shortened
design cycle. CAD enables designers to layout and develop work on screen, print it out and
save it for future editing.

3.2 Software technologies

Originally software for Computer-Aided Design systems was developed with computer
languages such as FORTRAN, but with the advancement of object-oriented programming
methods this has radically changed. Typical modern parametric feature based modeler and
freeform surface systems are built around a number of key C (programming language) modules
with their own APIs. A CAD system can be seen as built up from the interaction of a graphical
user interface (GUI) with NURBS geometry and/or boundary representation (B-rep) data via a
geometric modeling kernel. A geometry constraint engine may also be employed to manage the
associative relationships between geometry, such as wireframe geometry in a sketch or
components in an assembly.

Unexpected capabilities of these associative relationships have led to a new form of prototyping
called digital prototyping. In contrast to physical prototypes, which entail manufacturing time

26
and material costs, digital prototypes allow for design verification and testing on screen,
speeding time-to-market and decreasing costs. As technology evolves in this way, CAD has
moved beyond a documentation tool (representing designs in graphical format) into a more
robust designing tool that assists in the design process.

3.3 Hardware and OS technologies

Today most Computer-Aided Design computers are Windows based PCs. Some CAD systems
also run on one of the Unix operating systems and with Linux. Some CAD systems such as
QCad, NX or CATIA V5 provide multiplatform support including Windows, Linux, UNIX and
Mac OS X.

Generally no special hardware is required with the possible exception of a good graphics card,
depending on the CAD software used. However for complex product design, machines with
high speed (and possibly multiple) CPUs and large amounts of RAM are recommended. CAD
was an application that benefited from the installation of a numeric coprocessor especially in
early personal computers. The human-machine interface is generally via a computer mouse but
can also be via a pen and digitizing graphics tablet. Manipulation of the view of the model on
the screen is also sometimes done with the use of a space mouse/Space Ball. Some systems
also support stereoscopic glasses for viewing the 3D model.

3.4 Uses of CAD

Computer-Aided Design is one of the many tools used by engineers and designers and is used
in many ways depending on the profession of the user and the type of software in question.
There are several different types of CAD. Each of these different types of CAD systems require
the operator to think differently about how he or she will use them and he or she must design
their virtual components in a different manner for each.

There are many producers of the lower-end 2D systems, including a number of free and open
source programs. These provide an approach to the drawing process without all the fuss over
scale and placement on the drawing sheet that accompanied hand drafting, since these can be
adjusted as required during the creation of the final draft.

3D wireframe is basically an extension of 2D drafting. Each line has to be manually inserted

into the drawing. The final product has no mass properties associated with it and cannot have
features directly added to it, such as holes. The operator approaches these in a similar fashion
to the 2D systems, although many 3D systems allow using the wireframe model to make the
final engineering drawing views.

3D "dumb" solids (programs incorporating this technology include AutoCAD and Cad key 19)
are created in a way analogous to manipulations of real world objects. Basic three-dimensional
geometric forms (prisms, cylinders, spheres, and so on) have solid volumes added or subtracted
from them, as if assembling or cutting real-world objects. Two-dimensional projected views
can easily be generated from the models. Basic 3D solids don't usually include tools to easily

27
allow motion of components, set limits to their motion, or identify interference between
components.

3D parametric solid modeling (programs incorporating this technology include

Pro/ENGINEER, NX, the combination of Uni-Graphics and IDeas, CATIA V5, Autodesk
Inventor, Alibre Design, TopSolid, T-FLEX CAD, SolidWorks, and Solid Edge) require the
operator to use what is referred to as "design intent". The objects and features created are
adjustable. Any future modifications will be simple, difficult, or nearly impossible, depending
on how the original part was created. One must think of this as being a "perfect world"
representation of the component. If a feature was intended to be located from the center of the
part, the operator needs to locate it from the center of the model, not, perhaps, from a more
convenient edge or an arbitrary point, as he could when using "dumb" solids. Parametric solids
require the operator to consider the consequences of his actions carefully.

Draft views are able to be generated easily from the models. Assemblies usually incorporate
tools to represent the motions of components, set their limits, and identify interference. The
tool kits available for these systems are ever increasing; including 3D piping and injection mold
designing packages.

Top end systems offer the capabilities to incorporate more organic, aesthetics and ergonomic
features into designs (Catia, Generative Components). Free form surface modeling is often
combined with solids to allow the designer to create products that fit the human form and visual
requirements as well as they interface with the machine.

3.5 The Effects of CAD

Starting in the late 1980s, the development of readily affordable Computer-Aided Design
programs that could be run on personal computers began a trend of massive downsizing in
drafting departments in many small to mid-size companies. As a general rule, one CAD
operator could readily replace at least three to five drafters using traditional methods.
Additionally, many engineers began to do their own drafting work, further eliminating the need
for traditional drafting departments. This trend mirrored that of the elimination of many office
jobs traditionally performed by a secretary as word processors, spreadsheets, databases, etc.
became standard software packages that "everyone" was expected to learn.

Another consequence had been that since the latest advances were often quite expensive, small
and even mid-size firms often could not compete against large firms who could use their
computational edge for competitive purposes. Today, however, hardware and software costs
have come down. Even high-end packages work on less expensive platforms and some even
support multiple platforms. The costs associated with CAD implementation now are more
heavily weighted to the costs of training in the use of these high level tools, the cost of
integrating a CAD/CAM/CAE PLM using enterprise across multi-CAD and multi-platform
environments and the costs of modifying design work flows to exploit the full advantage of
CAD tools.

28
CAD vendors have effectively lowered these training costs. These methods can be split into
three categories:

1. Improved and simplified user interfaces. This includes the availability of “role” specific
tailor able user interfaces through which commands are presented to users in a form
appropriate to their function and expertise.
2. Enhancements to application software. One such example is improved design-in-
context, through the ability to model/edit a design component from within the context
of a large, even multi-CAD, active digital mockup.
3. User oriented modeling options. This includes the ability to free the user from the need
to understand the design intent history of a complex intelligent model.
4. Product lifecycle

29
 4. STRUCTURAL ANALYSIS USING FINITE ELEMENT
METHOD
4.1 Finite Elements Stress Analysis
4.1.1 Finite Element Method

In the field of engineering, it is necessary to obtain the unknown field parameters like
displacement of forces, which can describe the behavior of structures. These unknowns can be
obtained by using exact analytical solutions or energy methods, which are formulated with
governing equilibrium equations on the basis of solid mechanics. However in real practice, the
real structure viz., aircraft, automobiles are large in size with irregular shapes, intermediate
structure, possessing geometrical or material nonlinearity and having complicated loading or
boundary conditions. Hence these are not feasible to be solved by the above analytical
solutions.

In these cases to reduce the system to a discrete one by conventional method, a lot of
assumptions must be made which are cumbersome and error prone. With the advancement in
high speed computers tremendous opportunity have been given to the numerical method
approach.

4.1.2. Definition

Technique of discretizing a continuum into simple geometric shapes element, enforcing

material properties and governing relations on these elements giving due considerations to
loading and boundary conditions which results in a set of equations, whose solutions gives the
appropriate behavior of continuum.

4.1.3. Necessity of FEM

 Algebraic work corresponding to solid mechanics is programmed in systematic

matrix calculations and formulated into a mathematical model. User need not
work complicated algebra but only deal with discretized geometry of physical
structure.

 Ability to consider alternate loading and bending conditions for the same
geometry.

 Accuracy of the data mainly depends on the number of approximations; the

degree of accuracy will be high with a minimum percentage of error from extra
value.

 Faster automatic calculations, which are repetitive in nature, simultaneous

display of modification and part processing results.

 Accurate prediction with adequate details for identifying critical areas of interest
like highly stressed regions.

30
 4.1.4. Applications of FEM

 Static Analysis: Deflections, stresses, strains, forces and energies.

 Dynamic Analysis: Frequencies, deflections (mode shapes), stresses, strains,

forces and energies.

 Heat Transfer Analysis: Temperature, heat fluxes, thermal gradients and heat
flow from convection faces.

 Fluid Analysis: Pressure, gas temperature, convection coefficients and

velocities.

 Other than these electromagnetic analysis and electric current analysis can also
be easily carries out.

 In the Aerospace industries the following types of Finite Element Analysis is

common: Static analysis, Dynamic analysis (natural frequencies),
Aerodynamics, Transient dynamics, Heat transfer, Fracture mechanics, Creep
and Plasticity analysis, Composite materials, Aero elasticity, Metal forming and
Crash worthiness.

 In the automotive industry the following type of Finite Element Analysis is

common: Static analysis, Dynamic analysis (natural frequencies),
Aerodynamics, Transient dynamics, Heat transfer, Mechanics, Fracture
mechanics and Crash worthiness.

4.1.5. Advantages and Disadvantages of Finite Element Tools

Advantages

 Complex geometry can be analyzed very easily using the Finite Element
Method.

 Complex analysis such as vibrations Non-linear analysis, Heat transfer analysis

and Fluid analysis can be easily conducted.

 Complex loading such as inertia and time dependent loading can easily be
represented.

 Complex boundary conditions can be easily represented.

 By using the finite element method it is easy to analyze no homogenous

structures.

 Material properties such as plasticity creep and swelling can easily be accounted
for.

31
  Geometric effects such as large displacements, large rotations and contact
conditions can be represented.

 It has a very systematic approach that lends it to be very easily programmed on

the computer.

 It is a more flexible and responsive information based development process

enabling the modifications of designs at later stages of development.

 Faster return on investment due to reduced development time.

 Fewer physical prototypes and test setups.

 Even product designers without extensive knowledge and training on underlying

simulation technologies can use vertical applications.

Disadvantages

 Computers can only carry a limited amount of significant digits. Due to this
round off errors and error accumulation are common.

 The method is very sensitive to the choice of finite elements. Distorted elements
and inadequately modeled geometries can produce errors.

 It is only an approximate technique to model a large technique with a series of

interconnected smaller ones.

 Extensive data input required.

 Each element represents a strain value, which may or may not match reality.

 Secondary unknowns (stresses), which are calculated from primary unknowns.

Often, secondary unknowns are of more interest than the primary unknowns.

 Many resources disk space time and time required.

32
4.1.6. Steps involved in FEM

1)Discretization of the structure

It is a process by which the given structure is subdivided into definite number of elements.
These elements are assumed to be connected to each other at nodes. The number, type, size and
arrangement of the elements are to be decided.

2)Selection of Displacement Model

Since the displacement solution of a complex structure under any specified load conditions
cannot be predicted exactly. We assume some suitable displacement function or modeled to
approximate unknown function. The assumed displacement model must be simple from a
computational point of view, but it should satisfy some convergence requirements. In general,
the displacement model is taken in the form of a polynomial.

3)Derivation of element stiffness matrix and load factor

From the assumed displacement mode, the element stiffness matrix (k) and the element load
vector (p) are to be derived using potential energy formulation. The stiffness matrix consists of
coefficients of equilibrium equations derived from the material and geometrical property of an
element. The stiffness matrix relates the nodal displacements with nodal forces.

{F} = [K] X {Q}

Where [K] = Global Stiffness Matrix

{Q} = Global Nodal Displacement

{F} = Global Load Vector

4)Assembly of element equations to obtain overall equilibrium equations

Since the structure is composed of several elements, the individual elements matrices and load
vectors are to be assumed using suitable assembly techniques known as direct stiffness method
and overall equilibrium has to be formulated as.,

{F} = [K] X {Q}.

5)Solution for unknown Displacements

The overall equilibrium equations have to be solved to account for boundary conditions using
some suitable techniques. For example, Elimination approach and Penalty approach. After
incorporation of boundary conditions, the equilibrium equations are solved for unknown
displacements.

33
4.1.7. Types of Elements Available For FEA

 The first decision the engineer must make is to select the shape or configuration
of the basic element to be used in the analysis.

 The choice depends upon the geometry of the body or structure and upon the
number of independent co-ordinates (e.g., x, y or z) necessary to describe the
problem.

 The finite element has simple zero-, one-, two-, or three-dimensional

configurations. Depending upon the configuration, finite elements are classified
as listed below:

 Zero-dimensional or scalar elements

 One-dimensional elements

 Two-dimensional elements

 Three-dimensional elements & R-type elements

1) Zero-Dimensional Elements

These are scalar elements consisting of springs, masses and viscous dampers. All of the scalar
elements are defined between two degrees of freedom in Finite Element Model or between one
degree of freedom and ground.

Examples in NASTRAN are CELASI, CELAS and CMASS1 etc…

2) One-Dimensional Elements

A one- dimensional element is one in which the properties of the element are defined along a
line or curve. Typical applications for one-dimensional element include truss structures, beams,
stiffeners and many others.

Examples in NASTRAN are CROD, CBAR, CBEAM and CBEND elements.

3) Two-Dimensional Elements

Two-dimensional elements, commonly referred to as plate and shell elements, are used to
represent areas in a Finite Element Model where, one of the dimensions is small in comparison
to the other two. In the finite element field, the membrane stiffness of the two-dimensional
elements can be calculated using one of two theories:”Plane Stress” or “Plane strain”. In the
plane strain theory, the assumption is made that the strain across the thickness is constant. Most
thin structures constructed from common engineering material, such as aluminum and steel,
can be modeled effectively using plane stress.

Examples in NASTRAN are CSHEAR, CQUAD4, CTRIA4, CQUAD8, CTRIA6, CQUADR,

CTRIAR and CRAC2D elements.

34
4) Three-Dimensional Elements

Whenever one needs to model a structure that does not behave as a bar or plate structure under
the applied loads, one needs to use one or more of the three-dimensional elements. The three-
dimensional elements are commonly referred to as solid elements. Typical engineering
applications of solid elements include engine blocks, brackets and gears.

Examples in NASTRAN are CHEXA, CPENTA, CTETRA, CTRIAX6 and CRAC3D

elements.

4.1.8. Steps involved in creating a Finite Element Model

The various categories of information needed to create a finite element model are:

1) Co-ordinate Systems

2) Model Geometry

3) Meshing

4) Finite Elements

5) Element topology

6) Loads

7) Material Properties

8) Boundary conditions

1) Co-ordinate System

Initially the geometry of a structure has to be put in a coordinate system. MSC/NASTRAN has
a built in rectangular Cartesian system (figure 2.1) called Basic coordinate system also called
the default coordinate system.

Fig 9. Co-ordinate system

35
2) Model Geometry

The correct geometry for the model may come from blue prints, Computer Aided Design
system or a sketch on the blank of an envelope.

Model geometry is defined with grid points. A grid points is a point on or in the structural
continuum to which these finite elements are attached. A simple model may have a hand full
of grid points; a complex model may have thousands.

Each Grid point has 6 possible components of displacement: 3 translations (Tx, Ty and Tz) and
3 rotations (Rx, Ry and Rz). These components of displacements are called Degrees of Freedom
(DOFs).

Before displacement After Displacement

Fig 10. Displacement model

In the above figure 8, which looks down the z-axis, a grid point has undergone two translations
(one in the positive x-direction and one in the positive y-direction) and one rotation (about z-
axis).

CHEXA CPENTA C TETRA

Fig 11. 3-D element

36
(3)Meshing

Mesh creation is the process of creating finite elements from curves, surfaces, or solids. MSC
PATRAN provides the following automated meshes, iso-mesh, paver, and Tet mesh.

Iso Mesh

It operates on parametric curves, bi-parametric (green) surfaces, and tri-parametric (blue)

solids. It can produce any element in the MSC/Patran finite element library.
Paver

It can be used on any type of surfaces, including n-sided trimmed (red) surfaces. Paver produces
either quad or tria elements.

Tet Mesh

It generates a mesh of tetrahedral elements for any tri-parametric (blue) solid or brep (white)
solid.

Iso mesh, paver, and Tet mesh provides flexible mesh transitioning through user specified mesh
seeds. They also ensure that newly meshed regions will match any existing mesh on adjoining
congruent regions. The given component was meshed using isomesh.

4) Finite Elements

The grid points are connected by finite elements once the geometry of the structural model has
been established. In linear static analysis, each element is essentially an elastic spring whose
the mathematical behavior of a small of a small piece of element of the actual structure.
MSC/NASTRAN has an extensive library of finite elements covering a wide range of physical
behavior .

Fig 12. Types of 2-D Elements

Spring Elements: They behave like simple extensional or rotational springs.

Line Elements: They behave like rods, bars, or beams.

Surface Elements: They behave like membranes.

Solid Elements: They behave like bricks or thick plates.

37
5) Element Topology

MSC/PATRAN supports seven elements shapes, as follows:

 Point

 Bar

 Tria

 Quad

 Tet

 Wedge

 hex

When building an MSC/PATRAN model for an external analysis code, it is highly

recommended that you review the application preference guide to determine valid element
topology for the analysis code before meshing.

6) Loads

MSC/NASTRAN is capable of modeling many types of loads from variety of engineering

disciplines (static loads, dynamic transients, oscillatory loads, thermal loads, seismic
accelerations and random loads).

7) Material Properties

MSC/NASTRAN can model a wide range of material properties, which include isotropic,
anisotropic, orthotropic, non-linear fluid and temperature dependent. In addition we require that
the loading of the structure not exceed the elastic limit of the material (i.e. the material remains
linear).

8) Boundary Conditions

Structures respond to loads by developing reactions at their points of constraint. Some simple
boundary conditions are as shown in the figure 11.

In most cases, boundary conditions are modeled in MSC/NASTRAN by constraining

appropriate degrees of freedom to zero displacement.

Real world structures often do not have ideal or simple boundary conditions. The choice of
constraints greatly influences the structure’s response to loading. To represent boundary
conditions as accurately as possible great care must be taken.

38
 Fig 13. Boundary conditions

4.1.9. Assumption and limitations of linear static analysis

A number of important assumptions and limitations are inherent in the linear static analysis.
Restrictions on linear static analysis are summarized as follows:

1) Linear Static Material

The material assumed to be homogeneous and isotropic. Stress is directly proportional to strain
(linear) and to loads that do not take the material beyond its permanent yield point (the material
remains elastic). In addition, it is assumed that the unloaded structure is free of initial or residual
stress.

2) Small Displacement

We are restricted to the small displacement assumptions used in the formulation of the
governing equations for linear beam and plate shell. Here lateral plate deflections are
substantially smaller than the thickness of the plate and the beam deflection is substantially less
than the smallest dimensions of the beams cross-section. Violating linear analysis restrictions
on small displacements quickly leads to grossly inaccurate displacement result.

3) Slowly applied loads

In linear static analysis our structure is in static equilibrium. Loads must be “slowly applied”,
which means that they induce no dynamic effects. Some types of loads like impact loads violate
these restrictions in an obvious way. Some loads are not as obvious. Suppose that u place a
brick on the surface of a cantilever beam and then release it quickly, the resulting initial
deflection will be much greater than the final static equilibrium position. Although, impact is
not involved, dynamic effects occur. Therefore “slowly applied” can, for our purpose, be taken
to mean a load that does not result in significant dynamic behavior.

39
4.1.10. Steps for Linear Static Analysis using a FEA tool

1. Problem definition.

2. PRE-Processor – A Preprocessor is a graphic user interface (GUI) i.e. the user can
interact with the system while in process. In this process the inputs are specified and
expressed in the form of acceptable to next processor.

3. Processor – generates element shapes, and assemblies element equations and performs
solution procedures.

4. Post Processor – The post processor completes the desired secondary outputs like strain,
stress, reaction, etc., and the results in the form of graphs, tables and plotters.

5. Analysis and design decisions.

40
 5.DESIGN CONCEPTS
Safe life: The structure which is guaranteed for no failure up to definite number of service
hours without any inspection.

Fail safe: The structure is safe even if any load carrying member fails; the aircraft is able to
carry the guaranteed design limit load.
Fuselage structures likes Frames, Longeron, Stringers etc. are fail safe designs.

5.1 Design Philosophy

Structure has to be designed to have sufficient strength to withstand ultimate loads and it must
carry the limit loads without yield.
Reserve factor (RF) = Allowable stress / Actual stress
Margin of safety = RF - 1
For safe structure: RF > 1 and Margin of safety should be +ve.
Factor of safety = Ultimate load or Design load / Limit load
Generally factor of safety is 1.5
Limit loads are the maximum loads anticipated on the aircraft during the service life.

5.2 Design Loads Acting on the Fuselage

The broad general category of external loads on conventional aircraft can be broken down into
such classification as follows.

Flight operating conditions

 Maneuver
 Gust
Ground operation conditions

 Landing
 Taxi and braking
Driving the external loads is the responsibility of the Aerodynamic and Loads Groups and is
presented to the Stress Group in the form of shear, moment, and torsion distributions along the
fuselage. External loads are used to compute the internal structural element design loads. This
is accomplished by utilizing Finite Element Models (NASTRAN). Internal loads are the design
loads as far as the Stress Engineer is concerned.

41
5.3 Material Selection Criteria
Material selection is quite frequently a compromise involving various considerations and the
more important considerations have been historically been those associated with mechanical
properties.

 static strength efficiency

 fatigue
 fracture toughness and crack growth
 corrosion and embrittlement
 environmental stability
 Other criteria's include
 availability and production
 material costs
 fabrication characteristics

5.3.1 Types of Materials

Metallic: Aluminium - copper alloys, Aluminium - zinc alloys, Aluminium – lithium alloys,
Aluminium - magnesium alloys, steel alloys, titanium alloys

Non metallic : Transparencies (acrylic, stretched acrylic)

Advanced materials : Carbon fiber composites (glass fiber, carbon fiber & Kevlar fiber).

Aluminium alloy materials widely used for the aircraft application because of its

 Low cost, high strength & high stiffness with light weight ease of machining.
 Good corrosion resistance and easy availability.
 Composite materials are used due to light weight, high specific strength / stiffness, fatigue/
corrosion resistance, for achieving low radar cross section& for complex shape.

The materials that are used for the manufacturing of bulk head are:-

For the part body:

Aluminium alloy plate is used with properties:
Ultimate tensile strength: 483 MPa

42
Yield stress: 421MPa
Elastic modulus: 70000 MPa
Poisson ratio: 0.3
Density: 2.7E-006 g/cc.

For the bolt the material used is steel whose properties are as follows:
Elastic modulus: 210000MPa
Poisson ratio: 0.3
Density: 7.8E-006 g/cc

5.4 Corrosion
It is form of damage on the material which progress with time due to environmental factors.
The effect of corrosion is cumulative. If it is not detected & remedied in the early stages, it
becomes severe to the structure.

Types: Oxidization, electro-chemical, pitting stress etc.

Suitable protection coating & treatments are to be given.

5.5 Sealing
Various air frame structural areas are sealed compartments where fuel or air tight is required.

Types of seals: Rubber seal - used for doors, panels and canopy.

Sealing compound - used in fuel & air tight areas.

43
 6. CAD MODELING OF STRUCTURES

6.1 ARRESTER HOOK BRACKET

Fig 10. Cad model of the Arrester Hook Bracket in front view

Fig 11. Cad model of the Arrester Hook Bracket in top view

44
Fig 12. Cad model of the Arrester Hook Bracket in isometric view

45
7. STATIC STRESS ANALYSIS OF ARRESTER HOOK BRACKET

Fig 13. CAD Model imported onto Patran for analysis

46
 Case- 1: ARRESTER HOOK PARALLEL TO F.R.L

BRACKET
HOOK

Fa
Fn

Case- 2: ARRESTER HOOK EXTENDED / RECTRACED CONDITION

BRACKET
HOOK

Fa

Fn

47
Static analysis for case 1:

Load Cases LH
Fa(kg) Fn(kg)
Load Case 1 45000 3750

Table 1: Loads on Arrester hook for case 1

Fig 14. Load Diagram for Case 1

Fig 15. Maximum Shear Stress diagram for case 1

48
 Fig 16. Von Mises Diagram for case 1

Fig 17. Maximum principal stress diagram for case 1

49
Fig 18. Minimum principal stress diagram for case 1

Fig 19. Displacement diagram for case 1

50
Fig 20. Deformation Diagram for case 1

51
Static Analysis for Case 2:

Load Cases LH
Fa(kg) Fn(kg)
Load Case 2 45000 3750

Table 2: Loads on Arrester hook for case 2

Fig 21. Load diagram for case 2

Fig 22. Maximum Shear stress diagram for case 2

52
Fig 23. Maximum principal stress for case 2

Fig 24. Von Mises diagram for case 2

53
Fig 25. Minimum principal stress for case 2

Fig 26. Displacement diagram for case 2

54
Fig 27. Deformation diagram for case 2

55
 8. RESULTS AND CALCULATIONS

The manual calculation for the analysis of the loading points of the arrester hook bracket is as
follows:

Sl. Drawing Material Type of Developed Allowable Reserve Remarks

No Name Specification Stress Stress Stress factor
(MPa) (MPa) (RF)

1 Arrester Hook CR Steel Von-

Bracket AMS-5659G Mises
Type II Stress 750 965 1.28 Case 2
Max.
Principal 743 965 1.29 Case 2
Stress
Min.
Principal 730 965 1.32 Case 2
Stress
Max. 0.6*965
Shear 419 =579 1.38 Case 2
Stress

Table 3: Results and Calculations

56
 9.CONCLUSION

The CAD model of the arrester hook bracket is made. The part was made using part design
work bench and Generative Shape Design work bench in CATIA V5.
All the features of the part design and generative shape design are studied carefully.

Stress analysis of the arrester hook bracket for a typical naval aircraft is carried out using finite
element stress analysis package MSC PATRAN/NASTRAN to find out maximum stress and
minimum stress.

The maximum stress in the arrester hook bracket is obtained to be 419MPa, which is less than
static, allowable of 579MPa. The ratio of Allowable strength to the estimated stress is called
Reserve factor. The Reserve factor shall be greater than 1 for all cases to satisfy static stress
criteria. Since all estimated Reserve factors are calculated to be greater than 1, the arrester hook
bracket is safe from liner static strength criteria.

The static analysis estimates of arrester hook bracket is done using MS-EXCEL. Using the
Maximum and Minimum stress, the reserve factor is calculated and the maximum stress in the
arrester hook bracket is calculated. For all these calculations the thickness of the lug and the
ultimate tensile strength of the material are taken into consideration.

57
 10.REFERENCES

1. Michael Chun – Yung Niu, “Airframe Stress Analysis and sizing”.

2. User’s Guide, CATIA, Dassault Systems, Volume 1.

3. Dr. T.H.G. Megson, “Structural & Stress Analysis” in 1996.

4. User’s guide, MSC NASTRAN, Vol. I & II, MSC Software Corporation, 2001.

5. MIL-HDBK-5J, “Military Standardized Handbook on Metallic Materials and elements

for Aerospace Vehicle Structures, 2003”.

58
 LIST OF FIGURES

Fig 1. Basic Components of a fighter aircraft

Fig 2. Structural elements of the aircraft
Fig 3. Semi Monocoque structure
Fig 4. Arrester Hook Bracket
Fig 5. Different views of the completed model
Fig 6. Sketch design of the lug joint
Fig 7. Arrester Hook Bracket attached to AHS- Platform
Fig 8. Complete bulkhead assembly
Fig 9. Arrester Hook Bracket connected to a bulkhead
Fig 10. CAD model of the arrester hook bracket in front view
Fig 11. CAD model of the arrester hook bracket in top view
Fig 12. CAD model of the arrester hook bracket in isometric view
Fig 13. CAD model imported onto PATRAN for analysis
Fig14 Load Diagram for Case 1
Fig 15. Maximum shear stress diagram for case 1
Fig 16. Von Mises Diagram for case 1
Fig 17. Maximum principal stress diagram for case 1
Fig 18. Minimum principal stress diagram for case 1
Fig 19. Displacement diagram for case 1
Fig 20. Deformation diagram for case 1
Fig 21. Load cases for case 2
Fig 22. Maximum shear stress diagram for case 2
Fig 23. Maximum principal stress diagram for case 2
Fig 24. Von Mises diagram for case 2
Fig 25. Minimum principal stress for case 2
Fig 26. Displacement diagram for case 2
Fig 27. Deformation diagram for case 2

LIST OF TABLES

Table 1: Loads on Arrester hook for case 1

Table 2: Loads on Arrester hook for case 2

Table 3: Results and Calculations

59