Design and Analysis of Boeing 747 Aircraft Wing Rib Using Composite Materials

(1)

International Journal of Emerging Technology and Advanced Engineering

Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 8, Issue 2, February 2018)

299 Design and Analysis of Boeing 747 Aircraft Wing Rib Using

Composite Materials

Durga Prasad .T1, A.V Ramana Rao2, K.Aravinda3

1_{M.Tech Scholar CAD/CAM,}2,3_{Assistant Prof., Pragati Engineering College, surampalem}

Abstract:

A wing resembles a fin like structure which is employed to deal with aerodynamic forces make easy movement through air and other gases, or water and other liquids. As such, wings have a streamlined cross-sectional shape and a lift of aerofoil shape.

Wing design is constantly evolving. If you were to compare the modern aircraft, such as the Boeing 747 with the wing of the Wright Flyer, the difference is remarkable. An aircraft’s performance is based on the number of lifting surfaces, shape, size and materials used. Day by day need for stronger and lighter materials is increasing rapidly .So many studies are introduced to check the usefulness of latest materials in aeronautics. In this study, we are intended to contribute some work regarding material feasibility requirements in aeronautics.

In this study the static behavior of an aeroplane wing is studied under flight conditions with several composite materials and different wing models. Drag and lift values are calculated based on the wing surface area, relative velocity of plane and density of the air (based on altitude). Simulation is done using Ansys Fluent module.

Introduction:

A wing resembles a fin that produces lift, while moving through air or some other fluid. As such, wings have streamlined cross-sections that are subject to aerodynamic

forces and act as an airfoil. A wing's aerodynamic efficiency is expressed as its lift-to-drag ratio. The lift of a wing generates at a given speed and angle of attack can be one to two orders of magnitude greater than the total drag

on the wing. A high lift-to-drag ratio requires a significantly smaller thrust to propel the wings through the

air at sufficient lift.

Lifting structures used in water, include various foils, including hydrofoils. Hydrodynamics is governing science, rather than aerodynamics. Implementation of underwater foils occur in hydroplanes, sailboats and submarines.

Theory

Aerodynamics:

Low pressure region under condensation over the wing of an Airbus A340, passing through humid air Flow are used in various configurations to increase the wing area and to increase the lift. In conjunction with spoilers, flaps maximize drag and minimize lift during the landing roll.

Study of behaviour of wings of aircraft is an important area of study in the science of aerodynamics. The beltings of the airflow around any moving object can – in principle – be found by resolving the Navier-Stokes equations of fluid dynamics. Except for simple geometries these equations are particularly solve difficult. But easier explanations can be described. To produce "lift" for a wing, it must be adjusted at a suitable angle of attack relative to the flow of air past the wing. When this takes place the wing deflects the downwards airflow,

"Turning" the air as it passes the wing. Since the wing make use of a force on the air to change its direction, the air must exert a force on the wing, equal in size but opposite in direction. This force manifests itself as differing air pressures at different points on the surface of the wing.

Cross-sectional shape:

(2)

International Journal of Emerging Technology and Advanced Engineering

300

Wing loading:

In aerodynamics, wing loading is the total mass of an

aircraft separated by the area of its wing. The stalling speed

of an aircraft in straight, level flight is relatively

determined by its wing loading. An aircraft with a less

wing loading has a more wing area relative to its mass, as

related to an aircraft with a high wing loading. As the more

speed of an aircraft, the more lift can be created by each

unit of wing area, so a smaller wing can carry the same

mass in level flight. Accordingly, faster aircraft generally

have more wing loadings than slower aircraft. This

increased wing loading also increases take-off and landing

distances. A more wing loading also decreases

maneuverability. The same conditions are applied to

winged biological organisms.

LITERATURE REVIEW

1. Design of an Aircraft Wing Structure for Static

Analysis and Fatigue Life in his paper review a

wing structure of a trainer aircraft having skin,

spars and ribs was contemplated for the detailed

analysis. Stress analysis of the complete wing

section is carried out to compute the stresses at

spars and ribs due to the applied pressure load.

The main objectives in his paper were Global and

local stress analysis of an aircraft wing structure to

compute the stresses at spars and ribs due to

Pressure force over the wing section with the help

of ANSYS Mechanical-APDL. AA 2024-T351

was used in current wing structure due to high

strength and fatigue resistance properties. The

ultimate tensile strength of that material was about

427 Mpa and yield strength was 324 Mpa.

2. Stress analysis of the wing structure was carried

out and maximum stress was spotted at wing root

which was found out to be less than yield strength

of the material. Normally the fatigue crack starts

in a structure where there was higher tensile stress

was located. The fatigue calculation was carried

out for the prediction of the structural life of wing

structure Life of the particular region in wing

structure was predicted to become critical and

found out to be 3058 flying hours or 3.058 blocks,

hence from the study it has advised to conduct the

maintenance without fail during this period.

Finally he concluded by stating that- ’Fatigue

crack growth analysis can be carried out in the

other parts of the wing structure’.

1) Modal analysis of basic 747 wing structure using

aluminium 2024

(3)

International Journal of Emerging Technology and Advanced Engineering

301

Fig: 4.2.5 Natural frequency in model 2

Fig: 4.2.9 Natural frequency in mode6

Report Static structural analysis of model 1

Model 1

Total

deformation(mm) Elastic strain

equivalent stress(mpa)

Min Max min Max Min max

Al

2024 2.6424 23.782 2.54E-07 0.001161 0.005911 57.08

Carbon fiber

epoxy 2.54 22.86 1.72E-08 0.000655 0.000463 45.81

E-Glass

epoxy 7.2351 65.116 1.17E-06 0.001849 0.016236 46.16

Kevlar

(4)

International Journal of Emerging Technology and Advanced Engineering

302

Static structural analysis of model 2

Model 2

Total

Min max min max Min max

Aluminium

2024 1.8686 16.817

6.47E-07 0.000427 0.027783 31.174

Carbon

fiber epoxy 1.9786 17.808

6.02E-07 0.000479 0.025253 33.508

e-Glass

epoxy 5.5541 49.987

1.77E-06 0.001315 0.02605 32.873

Kevlar

epoxy 2.649 23.822

4.10E-07 0.000864 0.007738 25.16

Static structural analysis of model 3

Model 3

Total

Min max min max Min max

Aluminium

2024 1.3781 12.402

1.37E-06 0.000327 0.027139 23.036

Carbon

fiber epoxy 1.4828 13.345

1.43E-06 0.00037 0.02644 25.002

e-Glass

epoxy 4.154 37.386

4.03E-06 0.001001 0.023526 24.219

Kevlar

epoxy 3.4601 31.141

3.25E-06 0.000827 0.02402 24.191

CONCLUSIONS

We have conducted structural and modal analysis of Boeing 747 wing rib structure using Anasys workbench 15.0. In the initial case, basic model is studied using different materials. In the later cases, modified structure is studied using different materials. So the following observations are pronounceable from the study.

 Induced stresses observed in model 2 are reduced

by 20% when compared with model 1.

 By adding stiffeners to the modified model,

induce stresses decreases to 40% and also equals

the performance of rib made with aluminum 2024

with composite ribs

 By using carbon fiber epoxy composite we can

reduce stress by 50% (57.088 Mpa) in

aluminum2024 in model 1 to 25.002 Mpa carbon

fiber epoxy in model 3.

 By adding edge at cross rail reduces stress by 20%

variation in all materials in model 2 an average of

12 Mpa is reduced

From these observations we can reduce the induced stresses

in a structural component by changing its structural design

and need for material change can be eliminated but

replacing traditional material for wing rib that is aluminium

2024 with composite materials which will increase the life

of the rib because of the high ability of the composites to

with stand the induces stresses.

FUTURE SCOPE

This project can be carried forward by conducting

experimentation work, a need for development of

production process or production facility for producing

composite wing ribs have a high importance. Die design

and facility for compression moulding can be developed.

REFERENCES

[1]. A. Ramesh Kumar Design Of An Aircraft Wing Structure for

Static Analysis and fatigue life - International Journal of

Engineering Research & Technology (IJERT)Vol. 2 Issue 5, May

- 2013, ISSN: 2278-0181

[2]. Kiran Shahapurkar Stress Analysis of an Aircraft Wing with a

Landing Gear Opening Cut-out of the Bottom Skin -International

Journal of Engineering Research and General Science Volume 2,

Issue 5, August-September, 2014 ISSN 2091-2730

[3]. Ghassan M. Atmeh Design and Stress Analysis of a General

Aviation Aircraft Wing -Excerpt from the Proceedings of the

COMSOL Conference 2010 Boston

[4]. N. S. Nirmal Raj Static Stress Analysis For Aircraft Wing and Its

Weight Reduction using Composite Material - International

Journal of Engineering Research & Technology (IJERT), ISSN:

(5)

International Journal of Emerging Technology and Advanced Engineering

303

[5]. Zephyr”Utah State University-March-20032002/2003 AIAA

Foundation Cessna/ONR Student Design Build Fly

Competition-DESIGN REPORT | ISSN: 2319-8753 Shabeer KP

OPTIMIZATION OF AIRCRAFTWING WITH COMPOSITE

MATERIAL International Journal of Innovative Research in

Science, Engineering and Technology Vol. 2, Issue 6, June 2013

[6]. Pilot's operating handbook and FAA approved Airplane Flight

Manual by CESSNA Company.

[7]. Mohammad Sadraey Daniel Wing Design - WebsterCollege

Updated: July 27, 2013

[8]. Kaihong Wang, 2004 “Vibration Analysis OF Cracked Composite

Bending Torsion Beams for Damage Diagnosis”

[9]. Jan Stegmmann, 2005 “Analysis and Optimization Of Laminated

Composite Shell Structure”

www.ime.auc.dk/people/employees/is/docs/stegmann_PhDThesis.

pdf

[10]. Hiro Miura, 2001 “Development of a Composite Tailoring

Technique for Airplane Wing” NASA research center.

[11]. Guo, S.J. Bannerjee, J.R. Cheung and C.W, 2002“The Effect of

Laminate Lay-Up on the Flutter Speed of Composite Wings”

thesis on City University, London, UK

[12]. Aditi Chattopadhyay , 2005 “Development of a Composite

Tailoring Procedure for Airplane Wing” NASA research center

[13]. Shyama kumari and P.K sinha, 2002 “Finite Element Analysis of Composite Wing TJoints” Journal of Reinforced Plastics and

Composites 2002; 21; 1561

[14]. Alastair F. Johnson and Nathalie Pentecote, 2005 “Modeling

Impact Damage In Double-Walled Composite Structures”VIII

International Conference.

[15]. Boyang Liu, 2001,” Two-Level Optimization of Composite Wing Structure Based on Panel Genetic Optimization”

[16]. G. R. Benini, E. M. Belo and F. D. Marques, 2004 “Numerical

Model for the Simulation of Fixed Wings Aeroelastic Response”

Journal of the Brazil Society of Mechanical Science and

Engineering, April-June 2004, Vol. XXVI, No. 2 / 129

[17]. Seong-Wook Hong, Byung-Sik Kang and Joong-Youn Park, 2003