The document summarizes the structural analysis and material selection process for a solar-powered unmanned aerial vehicle (UAV) design project. It describes:
1) Dividing the task into phases of structure analysis, material selection for high stress areas like the wing box, and selection of high strength-to-weight materials.
2) Calculating buckling stresses on the wing and selecting magnesium alloy for its lower buckling stress and weight.
3) Analyzing flight loads, including limit load factors and gust loads, to determine a design load factor of 1.5 times the limit.
4) Estimating weights of wing components like skin and spars, and the overall airframe weight.
5) Design
This document provides an overview of aircraft landing gear systems. It describes three common types of landing gear: tricycle gear, taildragger gear, and ski gear. It then discusses key components of landing gear systems like nose wheel steering, shimmy damping systems, and safety systems. Nose wheel steering uses hydraulic power to turn the nose wheel. Shimmy damping systems like piston, vane, and steer types control unwanted vibration. Safety systems include mechanical downlocks, safety switches, and ground locks to prevent accidental gear retraction.
This document provides an overview of aircraft wings, including their:
- Historical development from ancient kites to the Wright brothers' fixed-wing aircraft.
- Construction, with internal structures like ribs, spars, stringers, and skin covering the framework. Wings also contain fuel tanks, flaps, and other devices.
- Functions, as wings generate lift through Bernoulli's principle and critical angle of attack. Wing design factors like aspect ratio and camber also affect lift.
- Types based on position (fixed or movable) and structure (cantilever or strut-braced). Stability devices like ailerons and flaps are also described.
- Unconventional designs that
The document provides information about aerodynamics and the four main forces that act on airplanes - lift, weight, thrust, and drag. It explains how the shape of an airfoil generates lift using both Bernoulli's principle of fluid dynamics and Newton's third law of equal and opposite reactions. However, it notes that neither theory fully explains lift and some aspects of each theory have flaws. It also discusses other factors that influence lift such as angle of attack.
This document provides information on different types of aircraft. It discusses the main categories of aircraft as being aerostats and aerodynes, with aerostats being lighter than air and aerodynes being heavier than air. It then describes various types of fixed wing aircraft, including those classified by number of wings (monoplane, biplane, triplane), wing position (low wing, mid wing, high wing), wing shape, tail configuration, and motion. It also discusses aerodynamic forces, control surfaces like flaps, ailerons, and elevators, as well as components like the fuselage and aerofoils. In summary, the document categorizes and describes different types of aircraft based on factors like
A flight control system (FCS) controls the flight of an aircraft and modern aircraft include automatic flight control systems (AFCS) that aid pilots. An AFCS has three main components: computers to process inputs and determine outputs, sensors to provide data to the computers like aircraft position and speed, and output devices/actuators that convert computer signals into physical control surface movements. There are different types of AFCS including stability augmentation systems that improve stability, autopilots to reduce pilot workload, and navigation aids for tasks like landing. A typical FCS architecture incorporates these elements along with feedback control loops between sensors and actuators.
This document provides an overview of aircraft basics including:
- The main components of an aircraft including wings, empennage, landing gear, and power plants. Wings can be high-wing, mid-wing, or low-wing and include ailerons and flaps. The empennage includes vertical and horizontal stabilizers with rudders and elevators.
- The four main forces acting on an aircraft during flight: lift, thrust, weight, and drag. Bernoulli's equation is presented relating to lift.
- Primary flight controls including ailerons, elevators, rudders, and various tail configurations. Pitch, yaw, and V-tail are also explained.
- Secondary flight controls
This document provides an overview of basic aerodynamics and flight controls. It explains the four main forces that act on aircraft - lift, gravity/weight, thrust, and drag. It describes how control surfaces like the ailerons, elevators, and rudder are used to control the aircraft's roll, pitch, and yaw. Finally, it gives a brief tour of common flight instruments that provide information to pilots like airspeed, altitude, heading, and vertical speed. The goal is to help readers understand how aircraft fly and how pilots control and navigate them.
The document outlines the aircraft design process from initial requirements definition through detailed design, testing, and certification. It discusses establishing basic and general requirements, conducting feasibility studies, specifying detailed requirements, conceptual and preliminary design phases involving configuration selection, performance modeling, and optimization. Later phases include detailed design, ground and flight testing, and certification to clear the aircraft for intended operations. The process is iterative with frequent trade-offs and refinement of requirements and design.
This document provides an overview of aircraft landing gear systems. It describes three common types of landing gear: tricycle gear, taildragger gear, and ski gear. It then discusses key components of landing gear systems like nose wheel steering, shimmy damping systems, and safety systems. Nose wheel steering uses hydraulic power to turn the nose wheel. Shimmy damping systems like piston, vane, and steer types control unwanted vibration. Safety systems include mechanical downlocks, safety switches, and ground locks to prevent accidental gear retraction.
This document provides an overview of aircraft wings, including their:
- Historical development from ancient kites to the Wright brothers' fixed-wing aircraft.
- Construction, with internal structures like ribs, spars, stringers, and skin covering the framework. Wings also contain fuel tanks, flaps, and other devices.
- Functions, as wings generate lift through Bernoulli's principle and critical angle of attack. Wing design factors like aspect ratio and camber also affect lift.
- Types based on position (fixed or movable) and structure (cantilever or strut-braced). Stability devices like ailerons and flaps are also described.
- Unconventional designs that
The document provides information about aerodynamics and the four main forces that act on airplanes - lift, weight, thrust, and drag. It explains how the shape of an airfoil generates lift using both Bernoulli's principle of fluid dynamics and Newton's third law of equal and opposite reactions. However, it notes that neither theory fully explains lift and some aspects of each theory have flaws. It also discusses other factors that influence lift such as angle of attack.
This document provides information on different types of aircraft. It discusses the main categories of aircraft as being aerostats and aerodynes, with aerostats being lighter than air and aerodynes being heavier than air. It then describes various types of fixed wing aircraft, including those classified by number of wings (monoplane, biplane, triplane), wing position (low wing, mid wing, high wing), wing shape, tail configuration, and motion. It also discusses aerodynamic forces, control surfaces like flaps, ailerons, and elevators, as well as components like the fuselage and aerofoils. In summary, the document categorizes and describes different types of aircraft based on factors like
A flight control system (FCS) controls the flight of an aircraft and modern aircraft include automatic flight control systems (AFCS) that aid pilots. An AFCS has three main components: computers to process inputs and determine outputs, sensors to provide data to the computers like aircraft position and speed, and output devices/actuators that convert computer signals into physical control surface movements. There are different types of AFCS including stability augmentation systems that improve stability, autopilots to reduce pilot workload, and navigation aids for tasks like landing. A typical FCS architecture incorporates these elements along with feedback control loops between sensors and actuators.
This document provides an overview of aircraft basics including:
- The main components of an aircraft including wings, empennage, landing gear, and power plants. Wings can be high-wing, mid-wing, or low-wing and include ailerons and flaps. The empennage includes vertical and horizontal stabilizers with rudders and elevators.
- The four main forces acting on an aircraft during flight: lift, thrust, weight, and drag. Bernoulli's equation is presented relating to lift.
- Primary flight controls including ailerons, elevators, rudders, and various tail configurations. Pitch, yaw, and V-tail are also explained.
- Secondary flight controls
This document provides an overview of basic aerodynamics and flight controls. It explains the four main forces that act on aircraft - lift, gravity/weight, thrust, and drag. It describes how control surfaces like the ailerons, elevators, and rudder are used to control the aircraft's roll, pitch, and yaw. Finally, it gives a brief tour of common flight instruments that provide information to pilots like airspeed, altitude, heading, and vertical speed. The goal is to help readers understand how aircraft fly and how pilots control and navigate them.
The document outlines the aircraft design process from initial requirements definition through detailed design, testing, and certification. It discusses establishing basic and general requirements, conducting feasibility studies, specifying detailed requirements, conceptual and preliminary design phases involving configuration selection, performance modeling, and optimization. Later phases include detailed design, ground and flight testing, and certification to clear the aircraft for intended operations. The process is iterative with frequent trade-offs and refinement of requirements and design.
This document discusses aircraft flight control systems. It describes three main categories of flight controls: primary, secondary, and auxiliary.
Primary flight controls include elevators, ailerons, and the rudder. Elevators control pitch, ailerons control roll, and the rudder controls yaw. Secondary flight controls include trim tabs which help balance aircraft control forces. Auxiliary controls include flaps and other high lift devices which allow aircraft to fly at slower speeds. The document provides details on how each of these various control surfaces and systems function.
Drag is the force acting opposite to the direction of motion of an aircraft as it moves through the air. There are several types of drag which include parasite drag from parts not contributing to lift, profile drag which is the sum of skin friction and form drag, interference drag caused by interacting airflows, and induced drag which is a byproduct of lift and increases with higher angles of attack. Reducing drag can be accomplished through techniques such as aerodynamic shaping of surfaces, reducing surface roughness, and optimizing wing design elements.
This document discusses different types of airfoils and their characteristics:
1) Airfoils are designed for different speeds, with some generating more lift but also more drag at medium speeds.
2) Attributes like camber, nose radius, and thickness determine stall characteristics, with a rounded nose and high camber providing a smooth stall.
3) Paraglider airfoils produce a lot of lift even at high angles of attack but also have high drag as speed increases.
4) Stalls occur when the boundary layer separates too far forward on the wing due to a high angle of attack. Maintaining the proper angle of attack is important to avoid stalls.
There are several types of drag that act on an aircraft as it moves through the air:
1) Parasite drag includes form or pressure drag from the aircraft's shape, skin friction drag from the surface, and interference drag between different parts.
2) Lift induced drag is caused by the direction of lift being perpendicular to the airflow.
3) Wave drag occurs at transonic and supersonic speeds and is caused by shock waves forming on the aircraft.
Methods to reduce drag include streamlining the aircraft's shape to reduce form drag, making surfaces smooth to reduce skin friction, adding winglets to improve lift and reduce induced drag, and research into reducing wave drag at high speeds.
This technical paper presentation provides an overview of helicopter aerodynamics. Key topics covered include airfoils, rotary wing platforms, relative wind, angle of attack, total aerodynamic force, and factors that influence lift such as speed, area, angle of attack, and air density. The presentation defines important aerodynamic terms and illustrates concepts like induced flow and how it modifies the relative wind experienced by rotor blades in hover and forward flight.
The document discusses the aerodynamic design of airplanes. It describes key design features like wings, which generate lift perpendicular to the wind to oppose the force of gravity. Other parts that help control movement include the horizontal and vertical stabilizers, rudder for left/right control, and elevators for up/down control. The main body is the fuselage, which holds all other parts like the wings, tail, engine, and passenger area. Propulsion comes from turbine engines mounted on the wings. The cockpit is at the front of the fuselage for the pilots.
Nomenclature and classification of controls in an airplane (slide # 3-4).
Which are the aerodynamic forces acting on airplane (slide # 5).
Working principle of an airplane (slide # 6).
How an airplane flies (basic motions of an airplane) (slide # 7).
How controls play their roles in these motions (slide # 8-22).
Simulate a flight in Cessna Skyhawk (slide # 23-28).
References and Questions & answers (slide # 30).
This document describes the design and development of a hybrid UAV conducted by students at Brunel University. It discusses the various design stages undertaken, from conceptual design to testing of the final aircraft. Key aspects covered include preliminary sizing, aerodynamic analysis, structural design, propulsion selection, and avionics integration. Component testing such as of motors and structural elements was performed. The aircraft was then built and underwent ground and flight testing. Lessons learned are discussed to improve future hybrid UAV designs.
This document summarizes the key components and operation of aircraft hydraulic systems. It discusses how hydraulic systems use liquid under pressure to transmit energy throughout an aircraft for flight controls, landing gear, brakes and other functions. The main components are reservoirs to store fluid, pumps to create pressure, valves to control flow, and accumulators to absorb shocks. Hydraulic systems provide advantages over other systems due to their light weight, high power capacity, and safety and reliability for critical aircraft functions.
The document summarizes the four main forces that act on an aircraft in flight - lift, thrust, gravity, and drag. It explains how lift is generated by the wing's airfoil shape and angle of attack, how thrust provides forward momentum, how drag creates resistance, and how gravity affects G-forces. It also describes the primary control surfaces - ailerons, elevators, rudder, and flaps - and how they control the aircraft's roll, pitch, and yaw.
The document provides an overview of basic aerodynamics and principles of helicopter flight. It discusses the four forces acting on a helicopter - lift, weight, thrust, and drag. It explains airfoils, including their camber, angle of attack, and pitch angle. It describes how the venturi effect and Bernoulli's principle relate to lift and drag on an airfoil. The key factors that determine lift are explained as the coefficient of lift, air density, airfoil velocity, and surface area in the lift equation.
This document discusses aircraft maintenance records and requirements. It emphasizes the importance of accurate documentation and identifies common documentation problems. It outlines requirements for maintenance record content, including descriptions of work performed, completion dates, and signatures. It also discusses issues like poor shift turnovers, non-compliance with airworthiness directives, and the importance of following regulations and procedures for aircraft maintenance.
This Powerpoint Presentation reviews on the topic - Aeroplane and Its Parts (With aerodynamics).
It was made for Educational Purpose.
If anyone want source file, E-mail:- moideenthashreef@hotmail.com
The document discusses the aerospike engine, which maintains aerodynamic efficiency across altitudes unlike conventional bell nozzles. It works by directing exhaust radially inward toward the nozzle axis, compensating for changes in ambient pressure. Aerospike engines offer benefits like reduced size and fuel consumption compared to bell engines. Recent organizations have been developing aerospike technology further for applications like small satellite launch vehicles.
Hydraulics is the study of pressurized liquids in mechanical systems. It involves transmitting force from one area to another using an incompressible fluid like oil. Pascal's law states that pressure exerted anywhere in a confined fluid is transmitted equally throughout. A basic hydraulic system includes a reservoir, pump, actuator, and directional control valve. The pump converts mechanical energy to hydraulic energy by pressurizing the fluid. This pressure is then used by actuators like cylinders and motors to do physical work. Filters are used to keep the fluid clean for long component life. Common applications include aircraft landing gears, fuel systems, and flight control surfaces.
The document discusses aircraft landing gear, including:
1) The main functions of landing gear such as supporting the aircraft's weight and absorbing landing shocks.
2) The basic types of landing gear including fixed, retractable, and types based on arrangement like single, double, and tandem.
3) Key components of landing gear like shock struts, torque links, and the various actuators, links, and mechanisms involved.
An airfoil is a key part of an aircraft that generates lift. It has a leading edge and trailing edge, with the chord connecting the two. The shape and thickness of the airfoil, including its camber, determine whether it is best suited for commercial or fighter aircraft. Commercial aircraft typically use thicker, cambered airfoils for low speeds and high lift, while fighter jets use thinner, symmetric airfoils for high speeds and low lift. The National Advisory Committee for Aeronautics (NACA) developed a numbering system to classify different standard airfoil profiles.
1) The document discusses a study and CFD analysis of an aerofoil at different angles of attack. It outlines the inputs and boundary conditions used in the CFD model including the velocity, temperature, pressure, and turbulence model.
2) The methodology section describes how the aerofoil model was created in CAD software and meshed. The solver settings applied in the CFD analysis are also outlined.
3) The results and discussion section analyzes the static pressure contours on the aerofoil surface at different angles of attack from 0° to 22.5°. It is observed that lift increases with angle of attack until 20°, beyond which stall may occur.
This document provides details of the third weight estimation for a small surveillance aircraft model. The total weight from the second estimation is 1045.3g. Design parameters like a NACA 2414 airfoil with 16cm chord, 1m wingspan, and 45.38N/m^2 wing loading are assumed. Balsa wood is selected as the construction material. Component weights like power plant (256g), payload (120g) are known. The third estimation will account for additional structural weights of the wings, fuselage, tail surfaces, and fittings to obtain the final total weight.
This document discusses aircraft flight control systems. It describes three main categories of flight controls: primary, secondary, and auxiliary.
Primary flight controls include elevators, ailerons, and the rudder. Elevators control pitch, ailerons control roll, and the rudder controls yaw. Secondary flight controls include trim tabs which help balance aircraft control forces. Auxiliary controls include flaps and other high lift devices which allow aircraft to fly at slower speeds. The document provides details on how each of these various control surfaces and systems function.
Drag is the force acting opposite to the direction of motion of an aircraft as it moves through the air. There are several types of drag which include parasite drag from parts not contributing to lift, profile drag which is the sum of skin friction and form drag, interference drag caused by interacting airflows, and induced drag which is a byproduct of lift and increases with higher angles of attack. Reducing drag can be accomplished through techniques such as aerodynamic shaping of surfaces, reducing surface roughness, and optimizing wing design elements.
This document discusses different types of airfoils and their characteristics:
1) Airfoils are designed for different speeds, with some generating more lift but also more drag at medium speeds.
2) Attributes like camber, nose radius, and thickness determine stall characteristics, with a rounded nose and high camber providing a smooth stall.
3) Paraglider airfoils produce a lot of lift even at high angles of attack but also have high drag as speed increases.
4) Stalls occur when the boundary layer separates too far forward on the wing due to a high angle of attack. Maintaining the proper angle of attack is important to avoid stalls.
There are several types of drag that act on an aircraft as it moves through the air:
1) Parasite drag includes form or pressure drag from the aircraft's shape, skin friction drag from the surface, and interference drag between different parts.
2) Lift induced drag is caused by the direction of lift being perpendicular to the airflow.
3) Wave drag occurs at transonic and supersonic speeds and is caused by shock waves forming on the aircraft.
Methods to reduce drag include streamlining the aircraft's shape to reduce form drag, making surfaces smooth to reduce skin friction, adding winglets to improve lift and reduce induced drag, and research into reducing wave drag at high speeds.
This technical paper presentation provides an overview of helicopter aerodynamics. Key topics covered include airfoils, rotary wing platforms, relative wind, angle of attack, total aerodynamic force, and factors that influence lift such as speed, area, angle of attack, and air density. The presentation defines important aerodynamic terms and illustrates concepts like induced flow and how it modifies the relative wind experienced by rotor blades in hover and forward flight.
The document discusses the aerodynamic design of airplanes. It describes key design features like wings, which generate lift perpendicular to the wind to oppose the force of gravity. Other parts that help control movement include the horizontal and vertical stabilizers, rudder for left/right control, and elevators for up/down control. The main body is the fuselage, which holds all other parts like the wings, tail, engine, and passenger area. Propulsion comes from turbine engines mounted on the wings. The cockpit is at the front of the fuselage for the pilots.
Nomenclature and classification of controls in an airplane (slide # 3-4).
Which are the aerodynamic forces acting on airplane (slide # 5).
Working principle of an airplane (slide # 6).
How an airplane flies (basic motions of an airplane) (slide # 7).
How controls play their roles in these motions (slide # 8-22).
Simulate a flight in Cessna Skyhawk (slide # 23-28).
References and Questions & answers (slide # 30).
This document describes the design and development of a hybrid UAV conducted by students at Brunel University. It discusses the various design stages undertaken, from conceptual design to testing of the final aircraft. Key aspects covered include preliminary sizing, aerodynamic analysis, structural design, propulsion selection, and avionics integration. Component testing such as of motors and structural elements was performed. The aircraft was then built and underwent ground and flight testing. Lessons learned are discussed to improve future hybrid UAV designs.
This document summarizes the key components and operation of aircraft hydraulic systems. It discusses how hydraulic systems use liquid under pressure to transmit energy throughout an aircraft for flight controls, landing gear, brakes and other functions. The main components are reservoirs to store fluid, pumps to create pressure, valves to control flow, and accumulators to absorb shocks. Hydraulic systems provide advantages over other systems due to their light weight, high power capacity, and safety and reliability for critical aircraft functions.
The document summarizes the four main forces that act on an aircraft in flight - lift, thrust, gravity, and drag. It explains how lift is generated by the wing's airfoil shape and angle of attack, how thrust provides forward momentum, how drag creates resistance, and how gravity affects G-forces. It also describes the primary control surfaces - ailerons, elevators, rudder, and flaps - and how they control the aircraft's roll, pitch, and yaw.
The document provides an overview of basic aerodynamics and principles of helicopter flight. It discusses the four forces acting on a helicopter - lift, weight, thrust, and drag. It explains airfoils, including their camber, angle of attack, and pitch angle. It describes how the venturi effect and Bernoulli's principle relate to lift and drag on an airfoil. The key factors that determine lift are explained as the coefficient of lift, air density, airfoil velocity, and surface area in the lift equation.
This document discusses aircraft maintenance records and requirements. It emphasizes the importance of accurate documentation and identifies common documentation problems. It outlines requirements for maintenance record content, including descriptions of work performed, completion dates, and signatures. It also discusses issues like poor shift turnovers, non-compliance with airworthiness directives, and the importance of following regulations and procedures for aircraft maintenance.
This Powerpoint Presentation reviews on the topic - Aeroplane and Its Parts (With aerodynamics).
It was made for Educational Purpose.
If anyone want source file, E-mail:- moideenthashreef@hotmail.com
The document discusses the aerospike engine, which maintains aerodynamic efficiency across altitudes unlike conventional bell nozzles. It works by directing exhaust radially inward toward the nozzle axis, compensating for changes in ambient pressure. Aerospike engines offer benefits like reduced size and fuel consumption compared to bell engines. Recent organizations have been developing aerospike technology further for applications like small satellite launch vehicles.
Hydraulics is the study of pressurized liquids in mechanical systems. It involves transmitting force from one area to another using an incompressible fluid like oil. Pascal's law states that pressure exerted anywhere in a confined fluid is transmitted equally throughout. A basic hydraulic system includes a reservoir, pump, actuator, and directional control valve. The pump converts mechanical energy to hydraulic energy by pressurizing the fluid. This pressure is then used by actuators like cylinders and motors to do physical work. Filters are used to keep the fluid clean for long component life. Common applications include aircraft landing gears, fuel systems, and flight control surfaces.
The document discusses aircraft landing gear, including:
1) The main functions of landing gear such as supporting the aircraft's weight and absorbing landing shocks.
2) The basic types of landing gear including fixed, retractable, and types based on arrangement like single, double, and tandem.
3) Key components of landing gear like shock struts, torque links, and the various actuators, links, and mechanisms involved.
An airfoil is a key part of an aircraft that generates lift. It has a leading edge and trailing edge, with the chord connecting the two. The shape and thickness of the airfoil, including its camber, determine whether it is best suited for commercial or fighter aircraft. Commercial aircraft typically use thicker, cambered airfoils for low speeds and high lift, while fighter jets use thinner, symmetric airfoils for high speeds and low lift. The National Advisory Committee for Aeronautics (NACA) developed a numbering system to classify different standard airfoil profiles.
1) The document discusses a study and CFD analysis of an aerofoil at different angles of attack. It outlines the inputs and boundary conditions used in the CFD model including the velocity, temperature, pressure, and turbulence model.
2) The methodology section describes how the aerofoil model was created in CAD software and meshed. The solver settings applied in the CFD analysis are also outlined.
3) The results and discussion section analyzes the static pressure contours on the aerofoil surface at different angles of attack from 0° to 22.5°. It is observed that lift increases with angle of attack until 20°, beyond which stall may occur.
This document provides details of the third weight estimation for a small surveillance aircraft model. The total weight from the second estimation is 1045.3g. Design parameters like a NACA 2414 airfoil with 16cm chord, 1m wingspan, and 45.38N/m^2 wing loading are assumed. Balsa wood is selected as the construction material. Component weights like power plant (256g), payload (120g) are known. The third estimation will account for additional structural weights of the wings, fuselage, tail surfaces, and fittings to obtain the final total weight.
COMPARISON BETWEEN VARIOUS STEEL SECTION BY USING IS CODE AND EURO CODEIRJET Journal
This document compares various steel sections for a roof truss design using the Indian Standard code and Eurocode. Load calculations are performed for dead load, live load, and wind load according to each code. The loads are then analyzed in STAAD Pro software. Various angular and tabular sections are estimated based on the codes. Finally, a cost comparison is done for the sections to determine the most economical option. The aim is to provide guidance on which section choice is most cost-effective.
Design and Analysis of Solar Powered RC Aircrafttheijes
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
This document provides details on the design of a 1-seater military aircraft. It discusses the aircraft's specifications including its weight, performance characteristics, and dimensions of the wing. It also summarizes the structural analysis and material selection for the fuselage and wings. Several chapters describe the preliminary and detailed design of the aircraft's wing, fuselage, and tail section. Load distributions and structural components of each section are analyzed.
Detailed design procedure for solar panel mounting structure with dual axis tracking capability for Sub urban West Bengal(Wind load calculation have been done for this region only).
Shaft design Erdi Karaçal Mechanical Engineer University of GaziantepErdi Karaçal
This document discusses the design of an industrial railway car shaft that is subjected to various loading conditions including bending, torsion, axial loading, and shear. The author performs both static failure analysis and fatigue failure analysis to size the shaft diameter. For fatigue analysis, the author calculates stress concentration factors and endurance limits. An initial diameter of 37.63mm is obtained from static analysis, which is then checked against fatigue analysis criteria. The final recommended diameter is 58mm, providing a safety factor of 1.55 when accounting for torsional loads in addition to bending. Deflection analysis is also performed to evaluate the shaft deformation.
Design, Analysis and Testing of Wing Spar for Optimum WeightRSIS International
Aircraft is a complex mechanical structure with flying capability. The structure of an airframe represents one of the finest examples of a minimum weight design in the field of structural engineering. Surprisingly such an efficient design is achieved by the use of simple “strength-of-material” approach. Aircraft has two major components, which are fuselage and wing. For a wing of an aircraft the primary load carrying ability is required in bending. A typical aluminium material 6082-T6 is chosen for the design. A four-Seater aircraft wing spar design is considered in the current study. Wings of the aircraft are normally attached to the fuselage at the root of the wing. This makes the wing spar beam to behave almost like a cantilever beam. Minimum two spars are considered in the wing design. In a conventional beam design approach one will end up in heavy weight for the spar of the wing. In the current project the spar is considered as a beam with discrete loads at different stations. The design is carried out as per the external bending moment at each station. A finite element approach is used to calculate the stresses developed at each station for a given bending moment. Several stress analysis iterations are carried out for design optimization of the spar beam. Linear static analysis is used for the stress analysis. The spar beam is designed to yield at the design limit load. Weight optimization of the spar will be carried out by introducing lightening cut-outs in the web region. The results from the conventional design approach and the optimized design are compared. Weight saving through the design optimization is calculated. Spar will be a built-up structure. A scale-down model of the spar will be fabricated using aluminium alloy 6082-T6 material. Static testing of the spar will be carried out to validate the design and stress analysis results.
Stress and fatigue analysis of landing gear axle of a trainer aircrafteSAT Journals
Abstract The undercarriage or landing gear of an aircraft is the structure that supports an aircraft on the ground and allows it to taxi, takeoff and land. Among the various parts of landing gear, axle is the most critical component where the loads (landing and ground loads) act on the axle first, then transferred to the structure. In this study stress and fatigue analysis of the axle is performed to meet the strength and life requirements. The modeling of the axle is done using UniGraphics (UG) software. Stress analysis is carried out using MSC Patran (pre-processing and post-processing)/Nastran (solver) for different landing loads (spin up, spring back, maximum vertical and drift) and ground handling loads (braking, taxing and turning). Stress analysis was carried out by both classical and FEM approaches and by comparing the results it was obvious that they were in correlation with one another. Fatigue analysis was also carried out for the axle using landing spectrum and ground handling spectrum to estimate the fatigue life. By the iteration process, the requirement of 10000 landings was satisfied. Keywords: Static, Fatigue, Axle, Fatigue life, UniGraphics, MSC Patran, MSC Nastran
Analysis of Catalyst Support Ring in a pressure vessel based on ASME Section ...ijsrd.com
In reactors, catalyst support rings and tray support rings that support heavy catalyst beds and catalyst support grids, are subjected to high pressure and temperature and other dead loads, so their safe design is essential as they are critical parts in a reactor and their finite element analysis is carried out using ASME Sec VIII Div.2 in the industry. Analysis of skirt support to bottom head junction is also very important as this welded joint is subjected to wind loads, seismic loads, dead loads, high thermal gradient etc. The skirt support supports the whole reactor so the welded joint must be strong enough to endure stresses due to various reasons. This safety can be determined using FEA software using ASME Sec VIII Div.2.
This document summarizes a study that analyzed and optimized the weight of a wing box structure subjected to flight loads. The wing box was modeled and a stress analysis was performed under applied loads. Several design iterations were carried out by introducing cut-outs to rib webs in areas of low stress concentration, reducing the wing box weight by 3% without compromising stiffness. This weight reduction improves aircraft efficiency and performance by enabling reduced fuel consumption.
Fighter jet design and performance calculations by using the case studies.Mani5436
1.Fighter jet theoretical calculations by using previous calculations.
2. Case study of the fighter jet
3. Configuration selection of the fighter jet
4. Aircraft Performance
Optimizationof fuselage shape for better pressurization and drag reductioneSAT Journals
Abstract
The fuselage of any aircraft is essentially to accommodate the payload. It is normally not as streamlined as the wing. Cabin pressurization has been a major concern in the manufacturing of aircrafts. Generally, a cylindrical shape is preferred from a pressurization point of view as it has a higher strength and weighs less too. On the other hand, a sphere is considered as the best pressure vessel among all the shapes, but, sphere being a bluff body is not suitable for carrying payloads. On this note, a cylinder is considered to be better than a sphere to carry the payload and mainly to achieve a streamlined flow. In this paper, the shape chosen is a combination of the sphere and the cylinder to achieve optimum results for pressurization as well as a better streamlined flow. Our prime aim is to convert this bluff body into something more efficient and useful, rather than only for carrying the payload. We have focused basically on two details viz. 1) Better Pressurization and 2) to assist in minimizing the drag, thereby increasing the overall lift of the aircraft and hence increasing the fuel efficiency. The proposed fuselage structure was designed in CATIA V5 software and structural analyses were done in Auto-Desk Multi-Physics software. As a result, a better structural load capacity was found. A load of 10 N/mm2 was applied on both the bodies under consideration (cylinder and ellipse) having the same material, surface area, volume and weight. For the proposed elliptical design, 78% reduction in the minimum stress value and 10% reduction in the maximum stress value were noticed.
Keywords: Fuselage, Lifting Fuselage, Drag Reduction, Pressurization, Hoop Stress, Multi body design, Toroidal Shells, Multi-cylinder, Channel Propeller Configuration, Carbon Fiber, Graphite Fiber, Stabilization and Carbonization.
This document is a design report for an electrical system submitted by Arnab Nandi to fulfill requirements for a Bachelor of Technology degree. It includes objectives, assumptions, and descriptions for designing a 200kVA distribution transformer with 6.6kV primary voltage and 440V secondary voltage. The report provides calculations for the core design, winding design, tank design, electrical parameters, and efficiency. A data sheet is also included.
International Journal of Computational Engineering Research(IJCER)ijceronline
International Journal of Computational Engineering Research(IJCER) is an intentional online Journal in English monthly publishing journal. This Journal publish original research work that contributes significantly to further the scientific knowledge in engineering and Technology.
FE Analysis of Bolted Connections for Wind Turbine Towers by Yadneshwar S. JoshiYadneshwar Joshi
Analysis of bolted flange plate and friction connections, to assess the potential benefits from implementing them in wind towers.
To investigate the performance of a new friction connection and to compare it with conventional ring-flange connections
Comparative study for strength, ease of erection, man power and material consumption/cost
CFD Analysis for Computing Drag force on Various types of blades for Vertical...IRJET Journal
This document discusses a computational fluid dynamics (CFD) analysis of drag forces on various blade profiles for vertical axis wind turbines (VAWTs). Three blade profiles were analyzed: a conventional airfoil blade (EPPLER863), the EPPLER863 profile with one-fourth of the trailing edge removed, and a Lenz2 type turbine blade profile. The CFD analysis found that the Lenz2 profile generated the maximum drag force of 11.21 Newtons and had the lowest drag coefficient of -7.5, indicating it is the most suitable option for VAWTs in urban areas with typical wind speeds of 6-10 m/s. Modifying the EPPLER863 profile was partially successful
Modal, Fatigue and Fracture Analysis of Wing Fuselage Lug Joint Bracket for a...IRJET Journal
This document summarizes a study on the modal, fatigue, and fracture analysis of a wing fuselage lug joint bracket for a transport aircraft. Finite element analysis was conducted in ANSYS to determine the modal frequencies and stress distributions. The first six natural frequencies were identified. Fatigue analysis using the Goodman diagram estimated the fatigue life to be 1 million cycles, qualifying it as a high cycle fatigue case. Fracture mechanics analysis identified maximum stresses near rivet holes and predicted crack initiation. The finite element analysis results for stresses, frequencies, and fatigue life were validated using analytical methods. The study aimed to understand the dynamic behavior and improve the structural integrity of the wing attachment point.
This document presents the design project of a 150-seater passenger aircraft. Specifications of existing aircrafts are analyzed to determine optimum values for the design. Weight estimation is performed to calculate the take-off gross weight. The CFM56-5A1 engine is selected as the powerplant. Aerodynamic analyses include lift and drag estimation using equations. The NACA 664-221 airfoil is chosen. A narrow body fuselage and tricycle landing gear are selected. Dimensional drawings and performance parameters are provided. The project demonstrates applying aeronautical engineering principles to conceptualize an aircraft design.
This document presents the design project of a 150-seater passenger aircraft. Specifications of existing aircrafts are analyzed to determine optimum values for the design. Weight estimation is performed to calculate the take-off gross weight. The CFM56-5A1 engine is selected as the powerplant. Aerodynamic analyses include lift and drag estimation using equations. The NACA 664-221 airfoil is chosen. A narrow body fuselage and tricycle landing gear are selected. Dimensional drawings and performance parameters are provided. The project demonstrates applying aeronautical engineering principles to conceptualize an aircraft design.
Similar to Mini Project - STRUCTURAL-ANALYSIS-AND-MATERIAL-SELECTION (20)
Mini Project - STRUCTURAL-ANALYSIS-AND-MATERIAL-SELECTION
1. STRUCTURAL ANALYSIS AND MATERIAL SELECTION
This mini-project report was submitted to the Department of Aeronautical Engineering
of Kotelawala Defence University in a partial fulfillment of the requirement for the
Semester-5 in Degree of Bachelor of Science
By
3888 TUO HMHHS BANDARA
3907 TUO HD MILLEWA
3938 C/SGT DMCD DISSANAYAKE
3930 O/C HUGT PIYARATHNA
ENG/AE/12/011 AMDN ATAPATTU
Supervised by
SQN LDR JI ABEYGOONEWARDENA
Mr. S.L.M.D. RANGAJEEVA
Department of Aeronautical Engineering
Kotelawala Defence University
Intake 29
Group 2
2. CHAPTER ONE
1.1 INTRODUCTION
1. The UAV was designed with the maximum possible simplicity. The structure of the designed
UAV is analyzed and the material was selected by dividing the whole task in to four phases as
mentioned below.
2. In material selection phase, the front wing-box was mainly taken in to consideration because
it is the portion where the highest buckling stress is occurred. It is reasonable to mathematically
determine the properties of material which are required to withstand for the highest buckling stress,
and apply the same material for the total skin. For the spars and other internal structures, the
material with highest strength to weight ratio was considered.
3. Considering the performance requirements of the UAV, the “v-n diagram” was designed
analyzing the flight loads. The total weight was taken into discussion and calculated according to the
data and assumptions considered at the discussions made with other groups. Designing the landing
gear was done in the simplest way using two “Leaf-spring” shock absorbers instead of landing gear
legs either side of the fuselage, and supporting the two “Foam filed” tires.
3. CHAPTER TWO
2.1 MATERIAL SELECTION
4. For the spar we recommend high strength material because the spar strength is given the first
priority. From the table we can recognize 2 high strength materials but with different densities.
2.1.1 Aluminum Alloy
7075-T6 0.101 lb/in3
7178-T8 0.102 lb/in3
So, we chose 7075-T6 because of its lower density; hence the lightness of the aircraft is ensured.
2.1.2 Sheet Material
5. The leading edges are the most vulnerable areas for the fatigue loads. Therefore we consider
the leading edge area to choose the materials for the sheet by considering the buckling stress.
4. 2.1.3 Calculating the buckling stress
h = 12.14% c 𝑎 = 40𝑚
h = 0.1214 m
ℎ
2
= 0.0607 𝑚
l =20% =0.2m
𝑏 = 0.06072 + 0.22
𝑏 = 0.209 𝑚
Therefore buckling stress = 5 +
6𝑏
𝑎
𝐸(
𝑒
𝑏
)2
𝜏C =2.948× 10-4
E
Therefore critical buckling stress = 5 +
6𝑎
𝑏
𝐸(
𝑒
𝑎
)2
𝜏C1=1.84532× 10-6
E
𝜏C1< 𝜏C
Therefore this is not capable.
By putting ribs a is reduced to 0.3125m
Therefore a = 0.15625m
𝑏 = 0.209 𝑚
Therefore new buckling shear stress = 5 +
6𝑏
𝑎
𝐸(
𝑒
𝑏
)2
𝜏C =7.63387× 10-4
E
Therefore critical buckling stress = 5 +
6𝑎
𝑏
𝐸(
𝑒
𝑎
)2
𝜏C1 = 9.94642× 10-4
E
𝜏C < 𝜏C1
Therefore this can be stand with loads
Number of ribs for a wing =
40
0.15625
= 256
6. Now we have to choose the material which has a less buckling stress and less density from
the table. Then we are choosing the “HM21A” magnesium alloy because it is fulfilling the above
requirements and especially it can stand with the temperature up to 700o
F. The material should be
stand to high temperature because it fly around the world
l
h
5. 2.1.4 Calculating the shear stress
t-shear flow 𝜌 - 1.225 kg m3
𝑣 - 38 ms-2
(cruising speed )
𝑠 - 40 m2
CL max - 2.4
max. lift force per wing =
1
2
𝜌𝑣2
𝑠𝑐 𝐿
=
1
2
× 1.225 × 382
× 40 × 2.4
= 84 907.2 N
But,
𝑡 =
𝑇×𝐴
ℎ×∝
, ∝=
𝑑𝑥
𝑒
, 𝐴 =
1
∝1
+
1
∝2
+
1
∝3
Length of front box sheet = 461.366 mm
Height of the bar = 121.4mm
Length of rear box sheet = 1633.1208mm
T = 84 907.2 N
e1 = 1.6 × 10−3
m ∝1 = 288.353
e2 = 2 × 10−3
𝑚 ∝2 = 60.7
e3 = 0.3 × 10−3
𝑚 ∝3 = 5443.736
A = 49.6866
Therefore,
t1= 120.514 kNm-1
t2 = 572.501 kNm-1
t3 =6.383 kNm-1
6. 2.1.5 Shear stress (𝜏 )
𝜏 =
𝑡
𝑙
𝑙 = 0.15625 m
Thus,
𝜏1 = 771.2896kN m-2
𝜏2 = 3 664.0064kN m-2
𝜏3 = 40.8512kN m-2
2.1.6 Comparison with the chosen materials
Material Identical 𝝉
(kN m-2
)
Critical 𝝉
(kN m-2
)
Comment
HM 21A 771.2896 206842.7
Critical shear stress is higher.
Therefore shear stress is bearable
for the sheet.
7075-T6 3 664.0064 524001.6
Critical shear stress is higher.
Therefore shear stress is bearable
for the spar.
7. 2.2 FLIGHT LOADS ANALYSIS
7. The design of the structure is based on a load limit, which is the largest expected load. For
aerodynamic forces, this is related to the aerodynamic load factor, n. Load factors were designated
for some of the flight phases, such as intercept, and with maximum and sustained turn rates. These
will be considered here in the design of the structure.
8. In addition to the loads that occurs at different flight phases, the following are also
considered,
1. The loads produced when flying at the highest possible angle of attack without stalling.
2. The loads that occur at a dive speed equal to the 1.5 cruising velocity. (Vc)
3. The loads produced by wing gusts, such as those that can occur in thunder storms or from
clear air turbulence.
9. The largest load factor from any of those in this group will be considered to be the “design
load factor”, which will be the basis for the design of the internal structure. The design of the internal
structure and the material selection clearly go hand in hand. The use of higher strength materials can
reduce the size or number of structural elements. However the structure weight is an important
factor that also needs to be considered. Therefore, the structure design and material selection
should be done together.
2.2.1 V-N Diagram
10. A v-n diagram shows the flight load factors that are used for the structural design as a
function of the air speed. These represent the maximum expected loads that the aircraft will
experience. These load factors are referred to as the “limit load” factors. Below shows the table of
some limit load factors of some aircrafts.
11. As we are going to design a solar powered UAV and it will not perform high maneuvering part
during its flight time, we are going to take the limit loads as General aviation (normal) (-1.25 ≤ n ≤
3.10).
12. As the group 02 decided the cruising speed will be 38ms-1
VCruise = 38 ms-1
VDive = 1.5 VC= 57ms-1
VStall =
2𝑤
𝜌𝑐𝑠
=14.83ms-1
(ρ=0.3025kgm-3
, CL max= 2.3954, S=80m2
, W=650 kg, g=9.81 ms-2
)
8. For our UAV during the cruising time it will face only a load factor n= 1.
n =
𝐿
𝑊
13. And also during the flight if the UAV come across a load factor more than the limit loads for a
long time period the aircraft will subject to structural damage. So during the manufacturing of the
aircraft the structure should be able to withstand the limit loads for a minimum of 3 seconds as for
the airworthiness requirements.
14. Gust loads are unsteady aerodynamic loads that are produced by atmospheric turbulence.
They represent a load factor that is added to the aerodynamic loads, which were presented in the
previous sections.
15. The effect of a turbulent gust is to produce a short-time change in the effective angle of
attack. This change can be either positive or negative, thereby producing an increase or decrease in
the wing lift and a change in the load factor,
∆𝑛 = ± ∆𝐿
𝑊
16. By considering all above the design load factor can be implemented. Because the design limit
factor will shows the allowable strength of the structure for the external loads. As for the
airworthiness requirements the UAV should be design with the design load factor be1.5(limit load
factor).
9. Aircraft weight
Weight of airframe
Thickness of the Front sheet = 1.6x10-3
m
Thickness of the Rear sheet = 0.3x10-3
m
Length of front box sheet = 461.366 mm
Height of the bar = 121.4mm
Length of rear box sheet = 1633.1208mm
Weight of Skin of a wing =
0.4544
0.0253
× 0.064 × 40 × 0.16331208 × 0.3 × 10−3
+ 0.461366 × 1.6 ×
10−3
= 58.605 kg
Thickness of the spar = 0.002m
Weight of a spar =
0.454
0.0253
× 0.101 × 40 × 0.002 ×0.081
= 28.526 kg
Total weight of the wings = (58.605+28.526) ×2
= 174.26 kg
Assume that the fuselage weight is 75kg
10. 2.3 Landing gear design
The aircraft will employ a single bicycle-type nose landing gear and, two main landing gears by which
are supported by two leaf-springs separately for minimal complexity. This configuration is similar to
that of Cessna 337 F Sky Master aircraft. To bypass complications with pneumatic tires exploding
from the greatly decreased pressure at cruise altitudes, the tires will be filled with lightweight foam
instead of compressed air (Ex: - Polyurethane Foam)
Landing gear attachment
• Assuming the weight of the aircraft during landing as the MTOW
Thus, the energy absorbed per main landing gear (one out of two):
WAB×
1
2
MV2
×
1
2
=
1
4
×650×(6×0.3048)2
= 543.4827 J
Energy absorbed by landing gear = Energy absorbed by leaf spring + Energy absorbed by the tire
Wab = Wleaf + Wtire
Hence assuming Wtire is negligible,
Wab = Wleaf
Wab = Wleaf =
1
2
Kx2
; K= Spring Constant.
Assuming the max compression of the leaf spring as 100mm (x = 100mm):
1
2
K(0.1)2
= 543.4827
K=108.696 N mm-1
Therefore the Leaf-spring is designed in such manner that the value of K is 108.696 N mm-1
Landing gear location
2T = Track
a = Horizontal displacement between nose landing gear and CoG
b = Horizontal displacement between center line of main landing gear and CoG
a+b = Wheelbase
h = Height between CoG and wheel plane
θ = Turnover angle