International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]

Static and Dynamic Analysis of Aluminium

Composite in Wing Section Using Ansys
E.S.Esakki Raj

Asst.Prof.
Dept. of Mechanical,
Ponjesly College of Engineering,
Nagercoil

S.Anish

Alwin.P.J

B.E Student,
B.E Student,
Final year,
Final year,
Dept. of mechanical,
Dept. of mechanical,
Ponjesly College of Engineering, Ponjesly College of Engineering,
Nagercoil
Nagercoil

ABSTRACT:
The cold of this cardboard is to abstraction and analyze the amount accustomed accommodation and weight
accumulation of blended aircraft (Aluminium Silicon Carbide) addition with that of Aluminiumwing and
appropriately access the acceptable aircraft addition of minimum weight accomplished of address a
accustomed changeless amount after failure. And also this paper presents a model and a static analysis of the
aircraft wing, using the finite element software ANSYS. The geometry was created in CATIA V5 R18 and
imported. The static and model analysis are carried out in analysis software ANSYS. The result of from the
static analysis refers to the total deformation, equivalent stress, shear stress and shear intensity on the skin of
the aircraft wing. The model analysis will be carried out to find out the first six modes of vibrations and the
different mode shape in which wing can deform without the application of load. Compared to the conventional
Aluminiumwing, the hybridized composite wing experience far lower stresses and the aircraft wing weight
nearly 40% and 50% lower stress.
Key words: static load, aircraft wing, modes of vibrations, angles of attack, equivalent stress, shear stress and
shear intensity.
2. NACA SERIES:

1. INTRODUCTION:
In
adjustment
to
conserve
accustomed assets and economize energy, weight
abridgement has been the capital focus of
manufacturers in the present scenario. Weight
abridgement can be accomplished primarily by the
addition
of
bigger
material,
architecture
enhancement and bigger accomplishment processes.
The addition is one of the abeyant items for weight
abridgement in aircrafts as it accounts for 10% 20% of the afraid weight. The addition of blended
abstracts was fabricated it accessible to abate
weight of addition after any abridgement on amount
accustomed accommodation and stiffness. Since,
the blended abstracts accept added adaptable ache
activity accumulator accommodation and top
backbone to weight arrangement as compared with
those of Aluminium.

Many times you will see airfoils declared as

NACA xxxx or NACA xxxxx or NACA xx-xxx
series. From the book aeroplane aerodynamics by
Damask, Sherby and connally, Pitman Press, 1967,
the afterward definitions are accustomed to the
nomenclature.
The NACA 5 chiffre alternation describes
added circuitous airfoil shapes. The aboriginal
digits series, if assorted by 1.5 gives the advised coefficient of lift (CL).Second and third digits, if
disconnected by 2 accord the ambit of best camber
from the arch bend (in percent of chord).Fourth and
fifth digits accord the best array of the airfoil (as
percent of the chord).In this activity we baddest
airfoil is NACA 64215 and called addition is airbus
A300-600 wing.

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International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]

bigger payload/ ambit through an all-encompassing

annoyance abbreviation airframe apple-pie up and
new engines. Aboriginal flight for the A300-600
was on July 8, 1983 the aboriginal airline supply
was in March 1984.

3. AIRBUS A300-600:
Two 262.4 KN (59,000lb) General
Electronic CF- 80C2A1s, or two 273.6KN
(61,500lb) CF6-80C2A5s, or two 249KN (56,000lb)
Pratt & Whitney PW-4156s or Two 258KN
(58,000lb) PW-4158 turbofans.

The A300-600 was added developed into the

best ambit A300-600R, its continued ambit address
of a ammunition catchbasin in the appendage even
and college best ascent weights. Aboriginal flight
was on December 9, 1987 aboriginal supply was
April 20, 1988. Convertible freight/ commuter
versions of all variants of the A300have been
offered, as has the all bales A300F4-600. The
aboriginal new congenital authentic freighter A300,
one of 36 ordered for federal accurate flew in
December 1993. UPS is addition above A300-600F
customer, afterward its September 1998 adjustment
for 30. Airbus aswell offers about-face bales of
absolute commuter A300s into freighters with a
larboard ancillary forwarded bales aperture and
adequate floor

3.1 Performance:
A300-600R best canoeing acceleration 897 km/h (484
kt), continued ambit canoeing acceleration 875km/h
(472kt). Ambit at archetypal airline operating weight
with 267 cartage with 370km (200nm) Affluence and
accepted ammunition 7505km (4050nm) with CF6s or
7540km (4070nm) with PW4000s. A300-600 ambit at
aforementioned constant 6670km (3600nm). A300-600f
ambit with best burden and affluence 4908km
(2650nm)

3.3 Dimensions
Wing amount 44, 84(147ft 1 in), breadth
54.08m (177ft 5in), acme 16.62m (54ft 6.5in). Wing
breadth 260m2 (2798.7 sqft).

4. CAD MODELING:

3.4 Capacity

The CAD model of a wing is established by

using CATIA. The full model consists of ribs, front
and aft spars and the skin. The various design
parameters are taken directly from the airplane
characteristics manual and for internal structure
suitable assumptions and simplifications will be
done.

Flight aggregation of two. Typical two chic

adjustment for 26 exceptional chic commuter at six
beside and 240 abridgement chic cartage at eight
abreast. The A300-600 and 600R can A300-600F
absolute burden 55.01kg (121.290lb).
Production a absolute of 271, A300-600s of
all variants had been ordered by backward 2000, of
which 242 had been delivered.
3.5 History
The A300-600 developed of the beforehand
A300 0b4 congenital a amount of cogent
improvements and refinements, foremost getting a
two aggregation flight accouter and added range.
Apart from the aggregation EFIS cockpit,
with agenda avionics based on that developed for
the A310, changes included the A310s
appendage appendage which added bales and
commuter payloads, baby winglets (an advantage
1989, accepted from 1991), simplified systems,
greater use of composites, fowler flaps and added
camber on the wing, new brakes and APU, and

Fig.1 Airfoil NACA 64-215

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International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]

distributed load by divided this force by the semi

wing area of 130 m2
Therefore, the total pressure load applied from the
bottom of the surface is 6736.65 Pa.
6. MATERIAL PROPERTIES:
The material used for selected wing is aluminium
silicon carbide and the properties of the material are
presented in the table-

Fig.2 Aircraft wing model

Aircraft type
model
Wing area (m2)

260

Wing span (m)

44.84

MAC (m)

6.44

Aspect ratio

7.74

Taper ratio

.3

Average
(t/c %)

properties
density
Tensile
strength
ultimate
Tensile
strength
yield
Modulus of elasticity
Poissons ratio
Fatigue strength
Shear modulus
Electrical resistivity
Thermal
conductivity

A300-600R

thickness

10.5

Table.1 Wing dimensions

5. CALCULATION OF LOAD:

Metric value
2.88 g/cc
690MPa
487MPa
115GPa
0.30
210MPa
44GPa
.9x10-5 ohm-cm
150W/m-K

Table2. Material properties

Upward force of wing = 6736.6 N/m2

7. ANALYSIS:

Maximum climb angle for A300 from any airport is

170

7.1 Meshing:
The designed wing session is import into the
ANSYS. After the material; properties are given ,
the next stage of the modeling is to create meshing
of the created model . The below said parameters
are used for meshing. The mesh model of wing is as
shown in fig.

n=
The maximum take-off weight of A300-600 R is
around 1, 70,000 kg.
From the basic aerodynamics,
Lift force = load factor * weight of an aircraft.
The total lift force required to climb through 170,
the aircraft should be able to generate the lift force
1751.531 KN
Thus is the total lift force developed by each wing is
875.765 KN. This force is converted into the
pressure load, which is in the form of uniformly

Fig.3 Meshed Wing

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International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]

7.2 Structural analysis:

From the structural analysis the following structural
parameters such as total deformation, equivalent
stresses which is also known as Von -mises stress,
shear stress, shear intensity on the skin of the
aircraft wing.

Fig.7 Shear Stress

7.3 Modal analysis:
The modal analysis will be carried out to
find out the first 6 modes of vibrations and the
different mode shape in which wing can deform
without application of load.

Fig.4 Total Deformation

Fig.8 Mode1
Fig.5 Equivalent Stress

Fig.6 Shear Intensity

Fig.9 Mode2

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International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]

8. CONCLUSION:
The 3-D clay of both aluminium6061alloy and
aluminium silicon carbide blended aircraft addition
is done and analyzed. A allusive abstraction has
been
fabricated
amid
blended
and
aluminium6061alloy with account to absolute
deformation, agnate stress, microburst accent and
microburst intensity. From the results, it is empiric
that the blended aluminium silicon carbide aircraft
addition is lighter and added economical than the
accepted aluminium6061alloy addition with agnate
architecture specifications. It is empiric that the
weight abridgement of aircraft addition is
accomplished up 84.94% in case of blended than
aluminium6061alloy.So that the aircraft ability is
increased.

Fig.10 Mode3

9. REFERENCES:
1]
Eng.bogdancaloian,
eng.dorinlozici
and
eng.Radubisca, Stress and Modal Analysis Report
for Avert Program, DOI 10.13111/ 20668201.2009.1.1.6- 2009.

Fig.11 Mode4

2] Mr. Mayurkymarkevadiya, CFD Analysis of

Pressure Coefficient for NACA 4412, IJETT Vol 4
ISSUE 5 May2013.
3] Md. Shamim Mahmud, Analysis of effectiveness
an airfoil with BicamberSurface,ISSN 2049-3444,
Vol 3, No 5, May 2013.
4] Mayurkumarkevadiya, Hemish A. Vaidy,2D
analysis of NACA 4412 airfoil, ISSN 2319-8753,
Vol 2, issue 5, May 2013.

Fig.12 Mode5

5]
C.Mohanraj,
J.Osanna,
Areoeleasticity
Consideration in Aerodynamic Adaptation of
wing,issn 2319-6734, Nov2012.
6] Mr. ArvindPrabhakar,CFD Analaysis of static
pressure and dynamic pressure for NACA
4412,IJETT, Vol4 issue8- August 2013.
7] Mahendraagrawal, Gaurav Saxena,Analysis of
wings using airfoil NACA 4412 at different angle of
attack,IJMER, Vol3, issue3,May-June 2013.

Fig.13 Mode6

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International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]

8] Douvi C. Eleni, Tsavalos I. Athanasios and

Margaris p. Dionissios,Elalution of the turbulences
models for the stimulation of the flow over a
national advisory committee for aeronautics NACA
0012 airfoil,JMER Vol4(3),pp 100-111, March
2012
9] Dr.R.Rajappan, V.Pugazhenthi,Finite element
analysis of aircraft wing using composite
structure,IJES, Vol 2, issue2- February 2013.
10] Sunanda, M.SivaNayak, Analysis of NACA
2412 for automobile rear spoiler using composite
material,IJETAE, Vol3,issue1, Jan 2013.
11] CATIA reference tutorial
12] ANSYS reference tutorial

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