NASw-4435

N_s.a,_C_,°l-91112

Cabin- Fuselage-Wing Structural Design Concept

with Engine Installation

SOW #421F93ADP01-7
6 December 1993

AE 421/02/A
Lead Engineer: Scott Ariotti
Team Members:
M. Garner, A. Cepeda
J. Vieira, D. Bolton

Submitted to:
Dr. J. G. Ladesie

(NASA-CR-197172)
N95-12993
CA3IN-FUSELAGE-WING STRUCTURAL
DESIGN CONCEPT WITH ENGINE
INSTALLATION (USRA) 87 p
Unclas

G3/05 0026160
 Table of Contents

1.0 Project Summary ........................................................ Page 1

2.0 Description of the Design .................................................. Page 1

3.0 Loads and Loadings ...................................................... Page 4

4.0 Structmal Substantiation .................................................. Page 11

5.0 Manufacturing and Maintenance Provisions .................................... Page 15

6.0 Weight Estimation ...................................................... Page 17

7.0 Conclusions ............................................................. Page 19

 List of Figures and Tables

Figure 1 Wing Lift Distribution

Figure 2 Wing Shear Diagram

Figure 3 Wing Moment Diagram

Figure 4 Front Spar Shear Diagram

Figure 5 Front Spar Moment Diagram

Figure 6 Rear Spar Shear Diagram

Figure 7 Rear Spar Moment Diagram

Figure 8 Wing Torsion Diagram

Figure 9 Front Spar Section Modulus

Figure 10 Rear Spar Section Modulus

F93-2A-102-7 Fuselage Strucuaal Layout and Details

F93-2A-103-7 Fuselage Skin Panel Layout

F93-2A-104-7 Wing Structtwal Layout and Dotail,¢

F93-2A-105-7 Control Systems Layout

F93-2A-106-7 Wing Skin Panel Layout

F93-2A-107-7 Wing Access Panel Layout

F93-2A-1R3

1. Project Summary system routing. The difficulties encountered in the

The purpose of this project is to provide a fuselage design include expanding the fuselage

fuselagestructural
assembly and wing structural cabin to accept a third occupant in a staggered

design thatwillbe ableto withstandthe given configuration and providing ample volume for their

operationalparametersand loads provided by safety. By adding a third person the CG of aircraft

Federal AviationRegulationPart23 (FAR 23) and will move forward so the engine needs to be move

the Statement of Work (SOW). The goal isto aft to compensate for the difference in the moment.

provide a durablelightweightstructure
thatwill This required the provisions of a ring frame

transfer
the appliedloadsthrough the most efficient structure for the new position of the engine mount.

load path. Areas of producability

and The diffculfies encountered in the wing structural

maintainability
of the structure
willalsobe design include resizing the wing for the increased

addressed. All of the structural

members willalso capacity and weight, compensating for a large

meet or exceed the desiredloading criteria,

along torsion produced by the tail boom by placing a

with providingadequatestiffness,
reliability,
and great number of stiffeners inside the boom, this

fatiguelifeas statedin the SOW. Considerations problem will result in relocating the fuel tank.

need to be made for controlsystem routingand Finally, an adequate carrythrough structure for the

cabin heating/ventilation.
The goal of the wing wing and fuselage interface will be designed to

structure
and carrythrough structure
isalsoto effectively transmit loads through the fuselage.

provide a simple,lightweightstructure
thatwill 2. Description

transferthe aerodynamic forcesproduced by the 2.1 Fuselage Structure

wing, tailboom,and landinggear.These forceswill The cabin fuselage structure provides a

be channeled through variousinternalstructures stiff structure that will maintain the proper shape

sized forthe pre-determinedloadingcriteria.

Other under the applied limit loads as indicated in the

considerations
were to includespace for flaps, FAR 23. The applied loads are distributed through

ailerons,
fueltanks,and electrical
and control the use of various members such as longerons, ring
F93-2A-11L3

frames, bulkheads, and skin. These provide paths Radio Services (JAARS) seat, that is certified under

for bending moments, torsion, and shear flow. The current FAR 23 dynamic erashworthiness

longerons of the fuselage assembly are extruded conditions, and four point seat belt connections to

7075-T6 Z - channels under the floor and 2024-T3 the fuselage structure. The seat adjustments are

brake formed C - channels along the sides. relative to pilot physique, and the geometric extent

Lightening holes are cut in the extruded longerons of travel provide acceptable limits for human

to reduce weight. In addition, stiffeners have been comfort while maintaining aircraft control.

used along the bottom, in between the Z - channels, 2.4 Win_ Structure

to account for torsion produced by the occupants 2.4.1 Front Spar and Lug

during emergency landing conditions. The process of designing the front spar

2.2 Nose Cone/Engine Mount Assembly began by determining the position within the given

The nose cone assembly is fabricated out airfoil that would allow the height to be a

of a fiberglass/epoxy composite and is installed maximum. For the NLF 0414 airfoil the maximum

using flathead screws. The structure can be easily thickness occurs over a range of 25% to

removed to allow for easy access to the nose gear approximately 70% of the total chord length,

assembly. The powerplant is installed directly to thereby placing the spar at 25% of the chord.

the aft ring frame. A series of longerons leading After determining the position, several

from this ring frame to the aft bulkhead provide ideas were considered for construction from a series

adequate stiffness for the engine during all loading of extruded I - beams to brake-formed C - channels.

conditions. Finally, it was decided to use an aluminum shear

2.3 Spatial Requirements web of increasing thickness capped on top and

The minimum volumetric requirements bottom by NAS 344 series extruded aluminum

need to assure adequate occupant safety, seating, T-sections. This built-up member would then be

and cabin ingress and egress. These areas are attached to the carrythrough using machined,

provided for by using the Jungle Aviation and quadruple shear, 4340 steel lugs and shear bolts.
F93-2A-1R3

Usingthetotallift distribution,
shearand were almost identical, thereby allowing the design

bendingmoment
diagrams
weregenerated
for the of the spar caps to depend on the respective shear

entire wing. From the maneuvering point (A) on the and bending moment diagrams for each section.

V-n diagram 88% of these loads were applied to The spar caps needed to provide the required

the front spar as a result of a chordwise equilibrium moment of inertia and subsequentially the available

analysis. From these loading diagrams a required section modulus (S) is plotted versus the required

section modulus was determined at intervals along section modulus. In the case of the available

section modulus a NAS 344-32 extruded T - section

the span and plotted. The sizes of the spar cap

T-section were then chosen, based on the required was chosen as the spar cap at the root of the wing

section modulus and available sizes of stock NAS and varied to a NAS 344-2 at the tip. This built up

344. In order to accommodate the increased loads member would then be attached to the carrythrough

imposed by the tail boom and landing gear a large using machined, quadruple shear, 4340 steel lugs

AS was retained until station 80. and shear bolts.

2.4.2 Rear Spar and Lm, 2.4.3 Carrythrough Structure

The design of the rear spar was performed The carrythrough structure was initially

similarly to the front spar. For strength/weight designed as a continuation of the front and rear

efficiency the spar was designed as a built-up shear spars, but due to the configuration of the tail boom,

web type, incorporating T - sections spar caps and the location of the engine the carrythrough was

attached to a aluminum shear web. The rear spar modified significantly to accommodate the loading

was located approximately at the 67% chord on the conditions. The front spar carrythrough

airfoil and was designed to take up 12% of the total incorporated two C - sections riveted together and

lifting load of the entire wing at the maneuvering attached to the ftrewall of the aircraft. The rear

point (A) on the V-n diagram. spar carrythrough was designed with a half-hoop

Since the wing was chosen to a NLF 0414 C - section connected to another C - section on top

airfoil,
the heightof the frontsparand rearspar of the hoop, this change was necessary due to the
F93-2A-1R3

location of the engine. (Ref. Dwg. F93-2A-104-7) The JAARS shoulder harness must

3. Loads and Loadin2 withstand an impact of 18g's according to FAR

3.1 Fuselage Bending, Part 23. The attachment bolts have a bearing stress

The highest bending loads are imposed on of 99 ksi. In order to accommodate this stress an

the structure during the landing condition. In order extruded aluminum T - section was sized under the

to comply with FAR Part 23, the structure must be following conditions:

able to withstand a 3g impact under normal landing f,a-- = 99 ksi

conditions. Both the bending moment of the V = 10.91(103) lbs

passengers, the .IAARS system, and the nose gear D_t = 0.5in.

landing loads are reacted through the floor structure The resulting
thicknessof the T - sectionis0.220

and the longerons to the wing main spar. This inches. A similarevaluationof the rearoccupant's

moment calculation is shown below. harness attachment yields similar results with a

margin of safety of 1.17.

Fe= [3 *Wg÷3 *W_s] *3g
=[3 (200)+3(30)].3
=207 O/bs 3.3 Engine Torque
Mc=f c*dc=207 0 (40)
=82800inlbs The torque produced by the engine was

The bending moments from the nose gear load are assumed to be 12,000 in lbs, and is reacted through

M_, = 727.2(10 _) Ib-in and the resulting stress is the engine mounts to the ring frame. This, in ram,

f_ = 29.3 ksi. translates the torque into shear flow in the

surrounding skin panels. The skin thickness and

F_=Wa¢o, *39=1987 (3)
FsG=59611bs rivet spacing must be determined to withstand the
MNG=Fz_G*d_=5961 (122 )
MSG=727 200 inlbs
buckling loads imposed by the torque. For a ring

This bending stress is less than the given ultimate frame area of 1,773 in2, the resulting stress of 136

stress of 4g ksi, and this results in a margin of psi is well under the F_t of 1778 psi prescribed

safety of 0.363. using the method outlined in Niu (Fig 5.4.6 lag

3.2 Safety Harness 139).

F93-2A-11L3

3.4 I_,_rldin_ Load Torque forward buckling load. The C - sections have an

A torque of 81,300 in-lbs is imposed on ultimate margin of safety of 2.14. The thickness of

the fuselage during emergency landing. the members can be changed to allow buckling at

different loading conditions. This technique can be

Tc=F_*d_+F_*dcwv
F_=(IO0) (1.5)=15001bs
used to design a "mechanical fuse" that can steer
Te=2700(21.5)÷1500(15.5)
T¢=81,3OOinlbs
the engine in a desired direction at impact.

3.7 Rivet SpaeinE

As with the engine torque considerations, the skin 3.7. I Lower Sldn

thickness and rivet spacing must be determined to Using a 3/16" diameter rivet and assuming

withstand the buckling loads caused by the a maximum rivet spacing of 1.5 inches, the

torsional moment. The stress due to shear flow is maximum bearing stress on each rivet is 510 lbs.

8,470 psi. Using Niu's method, the critical stress The bearing and ultimate stresses on each rivet was

for buckling of the skin is 13,900 psi. The 675 lbs and 966 Ibs, respectively, and the ultimate

resulting margin of safety is 0.09. margin of safety was 0.324 and the bearing margin

3.5 Fuselage Bending due to Engine WeiEht of safety was 0.263.

The weight of the engine applied a 3.7.2 Upper Skin

bending stress on the fuselage structure which is Using a 1/8" diameter rivet and assuming a

reacted through a series of 15 inch C - section maximum rivet spacing of 1.0 inch, the maximum

longerons to the spars. The eleven longerons each bearing stress o12 each rivet is 3.4 lbs. The bearing

carry a stress of 15.6 ksi, thus allowing for a and ultimate stresses on each rivet is 281 lbs and

margin of safety of 1.56. 429 lbs, respectively. The ultimate and bearing

3.6 Bucldin_ Considerations of Engine margins of safety is over 80.

Lon_erons 3.8 Engine Mount Bolts

Upon impact during an emergency landing, The design of the engine mount requires

the engine longerons must withstand an 18g mounting bolts to withstand the shear load of an
F93-2A-IR3

l$g impact. With four 112" bolts the required shear From this data the percentage of these loads were

load each must withstand is 10.8 ksi. A sheet decomposed onto the front and rear spar.

thickness of 0.16 inches is necessary to avoid tear

XA_ CM*C_ -0.07 (58.6) =-2.93
out around the bolts. Cz.A 1.4

x_- CM*C- -0.07 (58.6) =-9.12

3.9 Nose Gear Landing Load CL= 0.45

The shear stress on the nose gear mounting Using a static equilibrium analysis about the front

plate and bolts was calculated using four 1/2" bolts. spar position, the force on the rear spar required to

The supporting C - section is designed to help carry balance with the normal force at the center of

the loads through the fuselage. The thickness of pressure was calculated to be 1093 pounds.

the plate required to avoid a tear out was 0.0951 From these calculations, it was shown that the front

inches. spar carries 88% of the total wing loading at

3.10 Wing Structure maneuvering speed while the rear spar carries 12%.

3. I0. I Lift Reactions

The fh'st task undertaken in the design of Mps= (Na *XA) - (Fas* (24.6) ) =0
=(9182.2.93) - (Fas* (24.6)) =0
FRs=IO931bs
the wing structure was determining the loads
FFs=NA-FRs
=9182-1093
induced on the wing at the maneuvering and dive F_s= 8089 ibs

condition.

ra=CL*qa*S_
=1.4 (43) (152)
=9150.41bs

D,= (C_o+kC_)*qA*Sw
=(0.00785÷0.056"1.42 ) (43) (152)
=7691bs
NA--Vr'('9150.42 ÷7692 )
=91821bs At dive speed, the rear spar bears a greater load due

to the rearward movement of the center of pressure

at low angles of attack. Summing moments about

the front spar again yielded the following:

F93-2A- 1R3

3.10.3 Spar Shear and Moment Diagrams

Mps= (_A*x_)- (Fro.(24.6)) =0
FRS=3404 ibs
Once the total lift distribution was determined for
Fes=N A -F_
Fes=577 81bs
the half-span of the wing, the shear and moment

The load distribution between the spars at the dive diagrams were plotted versus wing station.

condition was determined to be 63% for the front

WING SHEA_q DIAGRAM
spar and 37% for the rear. So, the maneuvering SH_A_ ILO)

condition sized the front spar and the dive

18

condition sized the rear spar.

Sl

3.10.2 Total Wing Lift Distribution ,IQ

20

The external lift distribution on the wing

2| 4! I! I| II| I_S 14| II0 Ill 152

structure was determined using an elliptical and WIN(]STATIONIIIIl

Figure 2
trapezoidal lift distribution. Taking the average of

the two gave a close approximation to the actual

WING MOMENT DIAGRAM
lift distribution of the wing. This lift distribution is 12
IIOgEN1 [II_,L IS1 ([llllllll)

II
shown m figure 1.
I
\
i
\
4
\
? ,....

20 40 I| I| 1O0 I21 141 110 Ill 152

.TJ
nU.
WIN6 STATIONItN)

J
Figure 3
• .'_._-_.

%
I Using the percentages calculated m section 3. I0.1,

_4 I l I I I I I I I shear and moment diagrams for the respective spars

N _ m so ml lm ill iI m

-" VmiNma_I._ Ibmmbwmm were produced.

--- ^'mmqp t,,_ Dimm'bxtlou

Figure 1
F93-2A-1R3

maneuver, and flapped conditions. The

FRONT SPAR SHEAR DIAGRAM
SHEAP (t95}
IDQ aerodynamic change in torque was calculated using

x, the following relation,

\
BO

& T=-q*C.*SLoc*c_oc
4_ AT=(119.5) (-0.07) (3.07) (2.91)
A T =--74.73 inlbs
--...,
?! "%

20 40 i| II tl! IZ0 140 1|0 It! 52

WlllG STATIOg (111) over the various flight condition. The boom torque,

Figure 4
produced by the tail force, was determined as

follows,
FRONT SPAR MOMENT DIAGRAM
NONENI lINt B$I [lillSJllt)

nz _w f4 .4 210--95_
ffi6
0 .51b/ f C

\ \
\

From Fig A5-FAR 23 Appendix A

w=381b/fC 2
Lr=w*Sa.zffi
(38) (55.3)
|1 1[I II tO 100 120 140 }SD IIlO 152
Lr=21OOlbs
W iilG STATION (IWI
Mz=Lz*d_= (2100) (165)
Figure 5 M_=346500inlbs

The landing loads are also present at the boom and

From these diagrams, the attachment lugs were
are determined to be,
s/zed based on the Joads at the wing-fuselage

Fzfp*Wac*3g=(O.8) (2091) (3)

interface.
Ff=5Olelbs
TG=Ff*dv+Wac* (3g) *d h
3.10.4 Win2 Torsion TG=(5018) (38)+(2091) (3) (21.5)
TG=325600ibs
The wing torsion accumulates over the

span of the wing through aerodynamic loads and

landing loads. The torque produced by These torques are plotted versus wing station to

aerodynamic loads were calculated for dive, produce the torque curve shown below.
F93-2A-1R3

REAR SPAR SHEAR DIAGRAM

SH EAI_ [L85)

\
\
\

From the torque curve, the rib and stringer

spacings were determined using buckling

OI i
0 M 4e i| |n I1| IZl 141 I|1 110 _!2

WIHG STATION [INI characteristics of the skin panels.

Figure 6 3.11 Environmental Considerations

3.11.1 Temperature
REAR SPAR MOMENT DIAGRAM
Cabin ventilation has been incorporated to
WOW_NI IIX.tISI II|o,l|llsl

allow occupant comfort in high temperature

,,xN
\ conditions. A supplemental heating system will

'\ provide warm air to the cabin for operation in cold

"x.
weather conditions. All structural members and
_ .-......,...
01 e i
| ZO _0 |a l| 1OO II0 140 Ill rio IS2 joints are designed taking into account tolerances
WING 5TATIOH IINI

for thermal expansion for the given thermal

Figure 7

operating range(-40degree F to +122degree F)

of the aircraft.
Wing Torsion

3.11.2 Atmospheric Pressure

FAR Part 91.211(a) defines the

-10! ::::::: _: : ::: :::]o100

. , .:,.::,_::: :: :: : :: ::::-m requirements for supplemental oxygen in non-

:iii:iiiiii:iii:
iii:iiii= pressurized civil aircraft registered in the United

States. The cabin of the aircraft shall be equipped

• tBL _
21 41 61 81 101 121 141 1G1 181

w_asmmon)
with supplemental oxygen for necessary crew
Figure 8
members and passengers for the given conditions,

9
F93-2A-1R3

up to 16,000 feet, defined by the FAR's. humidity is expected to condense on the front

3.11.3 Sand and Dust windshield and side windows. A heated defrost

All external surfaces will be coated with system has been integrated into the aircraft to

chip resistant aircraft paint to withstand dust and eliminate windshield condensation.

sand damage specified in the SOW. Door hinges 3.11.6 Ie..._e

will be outfitted with plastic washers between All doors are to be equipped with seals

moving parts to reduce friction damage caused by designed to prevent water inmasion and subsequent

particle matter. All windows will be sealed with freezing of the latch mechanism. Teflon or plastic

rubber weatherstrip to keep out excessive sand and washers between metal hinge parts will help

dust. Air filters are to be installed in the intake prevent icing of the door hinges.

ducts to prevent engine and environmental control 3.2.7 Snow

system damage by sand and dust. All skin panels and interaal supporting

3.11.4 Rain members have been designed to support loads m

All windows and doors will be outfitted excess of those encountered by the weight of 20

with weatherstrippmg and/or sealant to prevent inches of wet snow.

water intrusion and subsequent damage. Filters are 3. I 1.8 Salt/Fog Atmosphere

to be installed in the engine air intake ducts to All external skin panels are manufactured

prevent excessive water accumulation. Drainage from 2024 aircraft aluminum to resist corrosion

holes are to be made in the air ducts at locations from saltand fog. Rivets and interface materials

snsceptable to water accumulation and icing. have been chosen that will resist corrosion also.

3.11.5 Humidity Plastic washers between moving door hinge parts

All external skin panels are manufactured will help to prevent corrosion as well.

from 2024 aircraft aluminum and resist corrosion 3.11.9 Wind and Gust

under the conditions specified in the SOW. At The fuselage structure has been designed

certain cabin temperatures and pressures, excess to withstand gust loadings as def'med by FAR Part

I0
 4--"

F93-2A-1R3

23. All tie-down fittings will be attached to the

f= M_y= (727200) (8. O)
I 198.22
wings and tail structure. f=29.3ksi

4. Structural Substantiation
Fry = 47 PSi 0vlS)ty = 0.60
4.1 Floor Structure Bending Due to Occupants
Ftu = 62 Psi (MS)m= 0.41
Under aerodynamic loads, the occupants
4.3 Skin Bucklin E Due to Landing Load
exert a bending moment on the floor members that
The torque that the occupants produce
needs to be counteracted. This is accomplished
during the landing criteria stated in FAR 23 is
with the use of 4 NAS346-45 7075-T6 channels
absorbed by the torque box formed by the under
(see dwg. F93-2A-102-7). Values for the beams
floor carry through (see dwg F93-2A-102-7; Section
are Ixx = 0.7258 in 4 (4 beams) = 2.9032 in 4.
A-A). The torque produced is 81,300 inlbs through

f_My_ (82800) (I.5) an area of 120 in2 and skin thickness of 0.040 in.
I 2.9032
f=42.8ksi
(MS)bu = 0.09

Fty = 76 ksi (MS)ty = 0.78 4.4 Skin Bueldin_ Due to EnLwine Torque

Ftu = 83 PSi (MS)tu = 0.29 The torque that is produced by the engine

is reacted through the engine ring frame, and into

4.2 Fuselage Bendin2 Due to Nose fear Load the fuselage skin. The calculation is the same as

This is a worst ease of the aircraft landing that in 4.3 with the following changes,

with the entire weight on the nose wheel. This

re 12000
q=_= (2) (1773)
bending moment is transferred through fuselage q=3. 401b/inch

f=_=_=136p.s.i.
longerons and underfloor members. The simplified

model yields a I total= 198.22 in _ and y = 8.0 in Fcrle=222p. S. i.

(see dwg F93-2A-102-7 ; Parts 1,2,3).

(IvlS)bu = 0.09

11
 e.-

F93-2A-1R3

4.5 Fuselage Bendin_ Due to Ent./ne Load

V_ (5961) (1.5) (1,2)

The moment produced by an acceleration fs-A (7) (_) (4)

fs=13.7ksi
on the engine is reacted through 11 longerons fs _ V_ (5961) (1.5) (1.2)
1
DC (_) (0.1) (4)
spaced around the periphery of the fuselage (see
fs=53.6ksi

dwg F93-2A-102-7; Part 15). The stress in each

Fsu = 75 ksi (lVIS)su = 2.64
member is,
Fbu = 118 ksi (MS)bu = 0.46

f=Mmr..Y= (83072) (1.5) =15.5ksi 4.8 Engine Mount Bolt Sizin_

7.99

The engine is connected to the ring frame

Fty = 47 ksi (IVlS)ty = 2.0
with four gusset plates. These plates allow the use
Ftu = 62 ksi (MS)tu = 1.6
of ANgC-7 bolts, one per plate, to transfer the
4.6 Seat Track Fasteners
engine loads into the ring frame and longerons (see
The seat tracks are fixed ttzrough the floor
dwg F93-2A-102-7).
panel into the NAS346-45 channel with four 5/16

V_ (8496) (1.5) (i.2)

in screws per track.
fs-A (_) ( )2(4)
fs=19.5ksi
fsfV__ (6210) (1.5) (1.2) f_ v_ (8496) (1.s) (1.2)
1
DC (_) (0;I) (4)
fs=36.4ksi fs=47.8ksi
f_ V_ (6210) (1.5) (1.2)
DC (_6) (.188) (4) Fsu = 75 ksi (MS)su = 1.56
fs=47.6ksi
Fbu = 118 ksi (MS)bu = 0.64
Fsu = 75 ksi (MS)su = 0.05
4.9 Spar Cap Sizing
Fbu = 251 ksi (for steel) (MS)bu = 5.27
The principle of the section modulus was
4.7 Nose Gear Bolt Sizing
used to generate the spar cap sizing. The caps start
The nose gear is held onto the forward
off as an NAS344-69 for the front spar and -33 for
bulkhead with 4 ASN$C-11 bolts (see dwg F93-2A-
the rear spar (see dwg F93-2A-104-7). The
102-7).
justification for the sizes is detailed below.

12
 a-

F93-2A-1R3

4.10 Spar Ca. Fati_e

s= I---z=z"
y °i (_-_=)
Fatigue estimations were performed on the
SR_=I. 01 ( 88282 ) =5.03inches 3
78000 "
spar caps using half of the weight of the aircraft
s,_ZL = _11.55 5 .63 inches
= 3
distributed over the spars as designated in 3.10.1.
The section modulus plotted over the span of the
Pfs=920 lbs and Prs=3241bs at a distance of 44
wing for the both spars yields the following curves.
inches. Using the S-N curve from Fig 3.7.4.1.8(g)

from MIL-HDBK-SE and the following,

SECTION MODULUS
FRONT SPAR f_Pl_ (940) (44)
S (5.63)
5FCIIO)I IiODIIHI$ [IN :=) free.a=7190p, s. i.
fmx=2.2 fme_=2.2 (7190 )
fmax=1518p. S. i.
N=2 (10 s) cycles

Similarly, the rear spar yields a count of 5(10 _)

2 ZI I0 12 12 I1| Ill 14! Ill III l!2 cycles.

WING 5TATIOW [IN]

--S r1211111 _S 111i11211 4.11 Shear Web Sizin2

Figure 9
Shear flow is determined from the torque

diagram and the web thicknesses are justified by

SECTION MODULUS meeting the budding criteria. A sample calculation

REAR SPAR
SECTION IIQOVLU$ I_N ) is shown below.
2.5

2
.',,,
1,_ q=7 09 ib/ in ch
t h

2,5 fc._.=5672p. s. i.
_'1 _ ------- ..-... ,.__....i,__. '
f_c=fc.c.(i. 5) =5672 (I. 5)
0
2 _2 42 II li 101 I:'J 120 122 _111 IS2 f_zf8508p.s, i.
WIWG STATIOW {IWI
" _,2
J =5 (107)(-_T_-
0.125)2
_5 IIllllll ",-,I-- _ Illnl1211 F=_t=_
F=zlt=10,088p. S. i.
Figure 10

(MS)b = 0.19

(see dwg F93-2A-104-7 for remaining thicknesses).

13
F93-2A-1R3

4.12 Rib Sizin2

Kz_ s-d= 5.5-. 375 =0.932

s 5.5
From the torque diagram the value for
fs =__g_ _ 709 =6. Iksi
t,,_= Kr _ (0.932) (0.125)
torque at WS172 can be determined. The rib is

then sized using the buckling criteria used

f =--q (___hD )
previously. See drawing F93-2A-104-7 for a
709 ( 8.8
fs_,o- 0 . 125 8 .8-5 .25
complete list of thicknesses.
fs_ =14. lksi

q= 1.76 ib/inch 4.13 Lug Justification

f = q= 1.76
z,..r,. _ .--_=55.1p.s.i.
The lug's purpose is to transfer shear and
f_=fL.L. (1.5)=55.1(1.5)=82.7p.s.i.

f=_ t=KE (_ )2= 7 (10 T) ( "032)2=179p.

--fff- S._
bending moments to the fuselage carry-through.

They are subject to the highest shear and bonding

(MS)b = 1.2
moment since they are at the root of the wing.
4.12 LiEhtenin_ Hole Justification
4.13. I Forward Lug
Lightening holes were considered for the
According to the shear and moment
ribs inboard of the boom due to there thickness and
diagram for the front spar the values are 919.6 Ibs
weight. Using the calculations in Niu and figure
and 88282 inlbs at the root, respectively. The lugs
6.2.3, the following dimensions were obtained;
are 5.8 inches apart which yields a loading, P, of
D=-5.25 inches, 5=7.7 inches. Values previously
15,200 lbs. The bolt is in quad shear so the stress
determined; q=709 lb/in, rivet diameter=.375 in.,
is,
and rivet spacing=5.5 in.

P
fa- (4 (A)

fs- 15,200(1.5) (1.2) (4.4)

709 ( 7.7 ) (_) (.75 (4)
fs_,_- 0. 125 7 .7 -5 •25
fs =17.Sksi fs=68ksi

(Fsu)bolt = 75 ksi 0vfS)su = 0.1

The material for the lug was chosen to be 4340

steel because of its high strength properties. After

14
 at-

F93-2A-1R3

calculating flange thicknesses required over stresses ring frames,bulkheads,and skin. The floor

for bearing, tensile, tear out, and fatigue, the longeronsof the Quest PFT are manufactured from

thickest requirement came from tensile stress. The 7075-T6 Aluminum extrusions,
while the remaining

flange thickness needs to be .125 inches to satisfy components aremanufactured from 2024-T3

the tensile stress requirement. Fatigue assessments Aluminum sheetbrake formed and fittedto shape.

were made at an infinite life of 107 cycles. The entirefuselageskinisrivetedtogetherusing

4.13.2 Rear Lu_ AN456DD-4 rivets,

while the internalcomponents

Using the same procedure as the front lug use AN430DD-8 rivets. Aircraft quality AN

the bolt diameter was found to be 7/16 inches and designation type bolts are used to mount the engine

the flange thickness in quad shear was .114 inches. and nose landing gear. The skin thickness was

As before the lug thickness was checked for each changed under the belly of the aircraft in order to

type of stress and tensile stress was the sizing account for the torsional loading produced by the

factor. occupants.

4.14 Carry Through Structure 5.2 Enmine Mounts

The carry through structure for the wing is The engine mounts to a ring frame

designed to carry a pure bending moment. The attached to the rearward bulkhead by the use of

shear reactions are taken up by the fuselage brake formed aluminum meet e channels. The

structural members. The pure moment, determined engine truss is mounted to the ring frame with

from the moment diagram, is taken up in the reinforcing brackets attached to the longerons.

moment of inertia (Ifronr=31 Irear_10.8 in4) for the Engine maintenance is accomplished through the

carry through. use of engine cowlings located on the left and right

5.0 Manufaeturin_ and Maintenance Provisions side of the engine.

5.1 Fuselage Assembly 5.3 Control System and Ventilation Routin_

The fuselage structure assembly is The control system installation simply

comprised of four main components: longerons, requires allowing space for the routing of this

15
 F93-2A- 1R3

system. This is provided via a channel running which may have to be cadmium plated to resist

between of the four floor longerons. This system corrosion. The lug is connected to the spar cap on

will incorporate push-pull rods for control. Access the respective spars with the use of 0.25" diameter

to the control systems are provided by inspection bIAS bolts.

plates located under the fuselage. The venting 5.6 Winz Carr_tthrou_h Structure

system runs along the side of the aircraft in The wing carrythrough structure was one

between the two side longerons. The blower is of the difficulties encountered in the design of the

located under the engine and fresh air is provided wing. The front spar carrythrough was assembled

via the air cooling vents on the engine. This using two 2024 aluminum sheet brake formed

system is easily maintained from the same location c-sections attached to the firewall by 24 bolts sized

of the engine cowling doors. according to the moment produced at the root of

5.4 Front and Rear Spar the wing. The rear spar was modified slightly,

The front and rear spar is comprised of wherein a half-hoop aluminum sheet c-section

two main components: the spar caps and shear brake formed was attached to a straight c-section on

web. The spar caps are manufactured from 7075- top of the hoop. This was done in order to

T6 Aluminum extrusions T-sections with varying compensate for the engine location, while at the

section properties. The shear web is manufactured same time providing support for the engine.

from 2024-T3 Aluminum sheet formed and fitted to 5.7 Internal Wing Structure and Skin

shape with varying thickness to account for the The sizing of the ribs, along with the

shear flow. These parts are connected using high spacing were designed from the torsion induced

quality NAS 1304-4P steel bolts and rivets. from the aerodynamic loads of the aircraft. The

5.5 Front and Rear Lugs ribs are manufactured from 2024 aircraft aluminum

The lug assembly is comprised of one brake formed and fitted to shape. Various

piece shaped to the designed configuration. It is stiffeners were also placed in the wing to help meet

composed of a high strength steel (4340 steel), the required buckling criteria. The entire wing skin

16
F93-2A-1R3

is rivetedtogether
usingqualityAN rivets, the skin 144 lbs. The weight for the structure in the two

is manufactured from 2024 aluminum sheet of seater version was 131 lbs. An increase in 13 lbs

0.032" thickness outboard of the tail booms, and for the structural weight to support the loadings

0.05 _ thickness inboard of the tail booms. This imposed by a third passenger seems to be valid.

was designed due to the large torsion produced by The total weight of the aircraft wing is 269 Ibs.

the booms. Finally various access panels or holes The weight for the two seater version was 253 Ibs.

were placed at strategic locations in order to Thereby, an increase of 13 lbs, also, for the third

provide for maintenance of the wing and control passenger seems to be valid.

systems.

6.0 Weight Summary

The weight of the aircraft is an essential

design aspect that must be addressed to allow for

maximum stiffness of members for given applied

loading conditions, while at the same time

providing a light, yet durable structure. Weight

savings are accomplished by using aluminum sheet

for the majority of the structural members since it

provides a relatively high stiffness-to-weight ratio

at a low cost. Additional weight savings include

punching lightening holes in the extruded aluminum

floor longerons. Extruded parts are usually thicker

than brake formed members so they tend to be

heavier. Rivet weight is compensated for by

allowing them to add 1% to overall structural

weight. The total weight for the aircraft structure is

17
 z-

F93-2A-1R3

wm 8 Weight Estimation

GAGE WEIGHT

PART QTY (IN) O_B)

RIB WS 192 2 0.016 0.701344

RiB WS 172 2 0.016 0.788608

RIB WS 148 2 0.032 1.881024

RIB WS 99 2 0.032 2.495104

RIB WS 87 2 0.032 2.676096

RIB WS 75 2 0.032 2.805376

RIB WS 49 2 0.05 4.9288

RIB WS 42 2 0.125 10.12525

RIB WS 35 2 0.125 10.12525

RIB WS 28 2 0.125 10.12525

RIB WS 21 2 0.125 10.12525

F-SPAR CAP 0-80 2 12.84256

F-SPAR CAP 80-120 2 11635696

F-SPAR CAP 120-192 2 1.6704

R-SPAR CAP 0-20 2 1.102868

R-SPAR CAP 20-100 2 3.464398

R-SPAR CAP 100-140 2 0.531468

BUCKLE STIFFENER (#9) 44 0.02 3.26634

28 0.02 4.010104
BUCKLE STIFFENER (#10)

BUCKLE STIFFENER (#11) 12 0.02 2.63004

BUCKLE STIFFENER (# 12) 4 0.02 1.25846

SPAR SHR WEB (20-49) 4 0.125 12.4432

4 0.05 4.52682
SPAR SHR WEB (49-76)

SPAR SHR WEB (76-172) 4 0.032 7.632691

SPAR SHR WEB (172-192) 4 0.016 0.58176

18
F93-2A-
1R3

FRONTLUG 4 1 12.9614

REARLUG 4 I 6.9618

FRONTCARRYTHROUGH I 0.09 11.69883

REAR CARRY THROUGH 1 0.05 4.70862

SKINS: 0

WING TIP 2 0.032 1.105344

OUTBOARD 2 0.032 16.65126

MID LEADING EDGE 2 0.032 18.68096

MID 2 0.032 30.75571

INBOARD LEADING EDGE 2 0.05 31.5524

INBOARD TRAILING EDGE 2 0.05 12.221

INBOARD BOTTOM 2 0.05 7.373

WEIGHT= 269.0445 LBS

7.0 Conclusion aerodynamic forces induced by various aircraft

The goal of this design project is to components such as the twin tail booms, the

provide a cabin fuselage structure detail design landing gear, and the wing were performed and

along with an adequate wing structure that meets decomposed into the sizing of the total wing

the loading criterion defined by FAR Part 23. structure. This included sizing the front and rear

Control systems and ventilation routing have been spar and lug, the wing skin, ribs, along with other

designed for ease of maintenance and removal. parts. The location of the wing on the mid-fuselage

Volumetric cabin requirements were also met that required a different approach to designing the wing

assured adequate spacing and safety of the carrythrough structure. Also the large torsion

occupants. Calculations of the torsion, or shear produced inboard of the tail booms required a

flow, induced by the occupants required a change change to the skin thickness to counteract this

to the original floor design in which stiffeners were torque. The cabin was expanded to accommodate a

added to counteract these loads. Calculations of the three-seat passenger configuration. The new engine

19
F93-2A-1P.3

location required providing a ring-frame structure to

account for a longer moment arm. Weight estimates

and sizes provided by the preliminary design report

were for a two-seat configuration aircraft. Certain

assumptions needed to be made about the weight of

this larger aircraft that will need to be validated.

Finally, environmental conditions were addressed

for all relevant parts. This design meets all of the

requirements, but further optimization may be

performed through later iterations.

2O
Appendices
 .t---

lOO0
-- | ! I I _ i II 1 I' h I _111 I | | d _ |_

-
- _
_._ Theoretical
_ Y
_ A
I
loo

- . ,
- _E "t '

10

"" t t ltlfl t I Irlfl I I IIIIII

f
7 70 100 1000

I
!
Fig. 5.4.5 Compression buckling coefficientsKc(circular cylinders).

12

10

gl

3 4 5 6 7

_(a - tonsside)

Fig.5.4.6 Shear buckling coefficientsKs (circular cylinders).

Airframe Structural Design 139

P_ PAGE I_'LA.!4"K
NO]" FP.J,,'.,_::D
1 D
6.2 Lightly Loaded Beams 0.25 _< -- < 0.75;
h
The ideal construction for most shear-carrying beams
is a tension field (or diagonal tension beam per Ref. web thickness 0.016 _< t _< 0.125
6.8). However, in some cases it is advantageous, and
in other cases necessary, to incorporate circular, 0.3 _<--D_< 0.7: 40 _<-h _< 250
b t
flanged holes in the beam webs. These cases come
under two main categories:
• Lightly loaded or very shallow beams. In such
eases it may not be practical to construct an effi-
ciently designed tension field beam because of H _ Cap centroid

minimum gage considerations and other restric-

tions due to the small size of the parts involved. It
may then be advantageous from a weight stand- . . / -Z--+_ o
point to omit web stiffeners and, instead, introduce
a series of standard flanged lightening holes, as
shown in Fig. 6.2.1.
• Moderately loaded beams with access holes.
Where it is necessary to introduce access holes into - "[ Type I
the web of a shear-carrying beam, a light, low cost
construction is obtained by using a flanged hole d -- rivet diameter

with web stiffeners between the holes. _-- rivet centerline

Lightly Loaded or Very Shallow Beams

The following two types of beam construction are
considered. The standard flanged lightening holes as
shown in fig. 6.2.2 are centered and equally spaced.
• The limiting conditions for the design curves is
given in Fig. 6.2.3.

H
i i

{.Vote:_ is the assumed effective depth of beam cap)

D 2.0 2.5 3.0 3.514.0 4.5 5.0!6.0 [
Fig. 6.2.2 Lightly loaded or very shallow beams.

I (inch)
f ,.25 .t .3 , .4 !i.45 J .5 i .5 i'.55 _j_:
(inch) '.5 i I
I,
(a) Lightening holes of typical _.L__.I_ II I ,.-K.,.
2Si [ 0._ _. I
;t
flanged) r.

- o.lss
O.-- Outside.diameter i.o.I

22 . ,q ;
_- D- Inside diameter
2o -\ o. ,, _ o.-_
Do D a 18 \, -, _ I / \\Na\\ 0.5

(Inch) (Inch) (Inch)

1.7 0.8 0.2 \1 \1 0.: t I l I\"( 0:s5

14 ,,N o. I I I t \07
1.95 1.05 0.2
2.65
3.0
3.65
1.7
2.05
2.7
0.25
0.25
0.25
"
10 "l£-4.
',,,, \ 0.2 o.-_
i o., o.s o.6 0.7
7075-T6
' "

3.9 2.95 0.25

4.95 3.8 0.4
5.95 4.8 0.4
6.95 5.8 0.4
7.44 6.3 0.4 ,=o 6o _o _oo _ _,=o_ _so zoo 220 _o
(_ L_enmg
7.95 6.8 0.4
holes with
8.95 7.8 0.4 bcadc.d f t
9.45 8.3 0.4
fig. 6.2.3 Ultimate allowable,gross shear stress for
Fig. 6.2.1 Common flanged lightening holes. aluminum alloy webs with flanged holes
(t - 0.032 in -- 0.125 in) as shown in Fig. 6.2.1(a).
J
.... 1
! Airframe Structural Design 165

:r'L:_r_'.ll3_r'_ PA_,E BLANK NOT FM.MED

 1 November 1990 _=_.|

70,
...... : : : : ::
: : : : :: : : : : .-:
: : : : :: : : : : ::
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: : : : :: : : : : : :

...... : : : : : :
i ": _ .'-"-_ i i i i iiig
i i i iiii i i _ iiVi
_ i i i_i i i i i!iii

....... : :- _ _ ..-..-_:
: : : : : :1. i i ii!_i
_ -""-: i i i iii_ .. :. _ :- . :..:
i _ !i'gi
" : : . ': .: " : :'i : : : : :::

i _x .:
i i i i iiii
.............
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ii
....... : : : : :::
i i iliii : _ _ i li ii
: : : : :: ; : : : :::

. -: _ - -- i : - . ...:
: : : : :: : : : : :::
: : : : :: : : : : :::
: : : :_" _ i i+iiii
: : : : ::

: : : : ::
: : : : ::
: : : : :::
:. - :..._.
i ! i i i i!! ..... ill!i!

FFITIGUE LII_, C¥C_.S

FIGURE 3.7.4. 1.8(g). Best-fit S/ N curves for notched, K, = 4.0, 7075-T6 aluminum alloy sheet,
longitudinal direction.

Correlative Information for Figure 3.7.4.1.8(g)

Product Form: Bare sheet, 0.090 inch Test Parameters:

Loading - Axial
Properties: TUS, ksi .TYS, ksi Temp., F
Frequency - 1100 to 1800 cpm
82 76 RT Temperature - RT
Environment - Air
(unnotehed)
82 RT
(notched) No. of Heats/Lots: Not specified

Specimen Details: Notched Equivalent Stress Equation:

Notch Gross Net Notch
Type Width Width Radius Log Nt - 10.2-4.63 log (S_q - 5.3)
Seq = Sma_(l-R) °'_
Standard Error of Estimate = 0.51
Edge 2.25 1.500 0.057
Standard Deviation in Life = 1.08
Edge 4.10 1.500 0.070
Fillet 2.25 1.500 0.0195 R 2 = 78%

Surface Condition: Etectropolished Sample Size = 126

Reference: 3.2.3.1.8(b), (f), (g), and (h) [Caution: The equivalent stress model may
provideunrealistic life predictions for stress
ratios beyond those represented above]

3-366
v,._';_
. .,(,,_¢_',o;,_ I_ #rcK NOT FtL _,!"___
 MIL-HDBK-SE
1 June 1987

°41
1iliiiilt
iiiiii!i
.
++ .........................................
i
)
_ i _i_ .+
i i l)i))

.....iiiii

: : : : :::: .....

: : : : : :::
: : : : :: : : : : ::::
: : : : :::: : : : : :: : : : : ::::
: : : : :: : : : : :::.
........ : : : : :
• i i i ili)_ : : : :: : : : : ::
!: i: i: iii i: _: i: ili
: :: : ::
: : : : :: : : : : ::
: : : : : : : : : ::: : : : : ::::

i ii iiii i i i iilii
............ : : : : ::
: : ::::

,.+ ..- ..:+. .+ . _.:.:-

......
......
)) ......
_
:
-
:
; _-_
: : ::

:.,: :
: : : - : : .... " _I-_
: : : : ::::
: : : : ::
: : : , . - " : ! ".. _ _ "_ ! _
: : : : : : : : : ::
: : : : : : i " _ !:: _ " - _ -i
°" i ) )i)ii ......!i i :::::_
i io+"

O,
......... i ! i i!+ii
" +
) ++)i+)+"+ ))+)+
: : : : ::*. : . : : ::

_o' io'

FIGURE 3.2.3.1.8(ta). Best-fit S/ N curves for notched, K, = 4.0 of 2024-23 aluminum alloy sheet,
longitudinal direction.

Correlative Information for Figure 3.2.3.1.8(h)

Product Form: Bare sheet, 0.090 inch Test Parameters:

1 Loading- Axial
Properties: TUS, ksi TYS, ksi Temp., F
Frequency - l I00 to IgO0 cpm
73 54 RT Temperature- RT
Environment -_ Air
(unnotched)
67 -- RT
(notched, No. of Heats/Lots: Not specified
K,: 4.0)
Equivalent Stress Equation:
Specimen Details: Notched, Kt = 2.0
Log Nr = 8.3-3.30 log (S_q - 8.5)
Notch Gross Net Notch
Seq : S_ (I-R)TM
Type Width Width Radius Standard Error of Estimate = 0.39
Standard Deviation in Life = 1.24
Edge 2.25 1.50 0.057 R-': 90%
Edge 4.I0 1.50 0.070
Fillet 2.25 1.50 0.0195
Sample Size : 126

Surface Condition: Electropolished,

machined, and burrs [Caution: The equivalent stress model may
removed with fine crocus pro_,'ide unrealistic life predictions for stress
cloth ratios beyond those represented above]

Reference: 3.2.3.1.8(b), (e_ (f), (g), and (h}

3-110

P_'-"EGIDIN_ PAGE BLANK NOT FILMEIP

 MIL-HDBK-5F
1 November 1990

220
STRESS _qTSO

280 o -4.00

÷
: : : : :::: 0.54
180 ...................... " " • ":" "'.' '7 ! ":':'H
_IS! 4342
R_N-C!JT
K_-2.O
.
..... . ÷ : _ : :::::

168
v
.... i i _! _!!! ....... i i i _ i!_-i_,,:
....! i _/!__!i...... ! _ i _:
i _ "..... _i i '._":

_t4e
m ! ! i i i!ii i i : : ::: : ",4..,:
: :1:: NOTE: STRESSES ARE BASED "
w
n."
_- 120
m .... __i_!:?_[.....?"i_::?il ....1iii"_4 .....i:ii!:i '.....:_
D
I2 100

x
n-
I: 80 _',i',',ii',',
1i ii!iiiil: :,:......
i .....
:
60 ..... i...i-- i-i- .i-i-ii._..... i... !._'i\ ._ _!.:.i i ..... i- -:'i"_'_-! ii ..:..... :.-:

i/ ii il F°_-__! _" ;-
.....
ii.....
iii.....
,li........
.....................
48

28
103 IO" I0 s 10 _ !0' !_ _

FATIGUE LIFE, CYCLES

FIGURE 2.3.1.3.8(n). Best-fit S/ N curves for notched, K, = 2.0, AISI 4340 alloy steel bar, 1:,, = 260 ksL
longitudinal direction.

Correlative Information for Figure 2.3.1.3.8(n)

Product Form: Rolled bar, I-1/8 inches Test Parameters:

diameter, air melted
4
Loading- Axial
Frequency - 2000 to 2500 cpm
Temperature- RT
Properties: TUS, ksi TYS, ksi Temp., F
Atmosphere - Air
266 232 RT
(unnotched) No. of Heats/Lots: 1
390 -- RT
(notched) Equivalent Stress Equation:

Specimen Details: Notched, V-Groove, K t = 2.0 Log Nf = 9.46-2.65 log (St_- 50.0)
Seq = Sraax (1-R)0.64
0.300-inch gross diameter
Standard Error of Estimate = 0.22
0.220-inch net diameter
Standard Deviation in Life = 0.34
0.030-inch root radius, r
R 2 = 58%
60 ° flank angle, to

Surface Condition: Lathe turned to RMS 10 Sample Size = 30

Reference: 2.3.1.3.8(a) [Caution: The equivalent stress model may

provide unrealistic life predictions for stress
ratios beyond those represented above]

2-50 p_ P_GE _t _.f_. NOT FSL_TC

 ,E,w+
:, _,'_ _.,,._

c
_{ C- - o, tg
-ooe_
( ,:bo

I.v/,_.-. 9go I_,I

, ...

IS"_O = 3-<'0 _ ,SO ÷ _j_j

v,,'_.I =. gO I_,_]

)_co = g_'$"
lloo = _3g" '

I0=o= 9_8

"0,11_
J =/0o I= 2./_9

.2../o0 =.Z08'7' .,-_£_. .

..ze'oO = .Z_'Z.
- 0,1',_
o.6_g2 -,2,_l# Iv,,,

/s_

! I I !
PART 23 APPE_'DIX A 93

(i) _=3.66 (n,_) for n,_ < 47and AR_=2..O jf--_

60 " ' ' " I • .. _ - _ , -
I I .J'vl _ t a
z_ _= 534(n=_) for nl_" > 47 =. j .,.- ,/ , _,

50 " . " I . 1 _' *"_ t ' I I

Q- W. i , i_,I '_i_ ,
(2) _= 4.8 -4-,534 (/?l_') !

[
_
f%
:
l
I
,,., = i _ i I • iI ; • J

.... ! I ! I I . I I I I _ !_,,,'1 J i 1 , ._ ! ..... _

o, ,,v-, I ,I I, |, I, I, I---'"--";:
,_ _J, , . II iI iI iI Ii II
It I_ I,
l I I ' ' , ,#.-_.,.r-, ' ' ' l I I I I I '[ I I
oe I I I I I _ I • I I i I i I l i . 'i : • a
i.m, I I I I Jdi"_ I i i I I I
i,_ - '! I I J,,_,"_ i J j L . : tl_ 1MItT_CaI. _)_1_. i

== , , i_,_,. , ,.. , . , (=) .ocuo._ TAn,(_. • =_, Lo,._)]

I 1 !._1 | I I i i | _l=w ..........

[ I • i. ] I I I .. I . , •

_
_j o
llllilll =o
'
40
lllll 6o
.
llillJl
eo " mo
i
Io
<>
DESIGN MANEUVERING WING LOADING ni_ POUNDSISQ. FT.

Fiov_-_ AS---Avera_ limit control surface loadtn_

,= ,,, " -

0. 50 ,.. ' / _,' , I

I_ (51 R;=.466 ni_ /: /

_ 3o ",,-' -(4)
W
/ _ _ ,,
%

rw
" " f _.-- - (S)
I0 -
LU
(D

UJ
0
0 2O 4O $0 I10 I00
POUNDS/SQ. FT.
DESIGN MANEUVERING WING LOADING nl_
Fzou-_ A6---Avera_ Umlt control suttee loading.
 _OLDOUT FRAME /"

Wing

0 20 z_O 60 80

To

I
Contro

Ul
 #OLDOUT FPJ_,_ A
:ation (in.)
100 120 140 160 180 200
I, IIl,l,i,l,l,lll

Leading edge Access Panels

Fwd of front spar

0 0 0

Wing Access Panels

access Fwd of control
boom panel
surface linkage

_J_I_IDN TDLERANCES EMBRY-RII))I)LE AERONAUTICAL UNIVERSITY

UNLESS QTHERVZSE SPECIFIED I)AYTONA BEACH FLFIRII)A

Routing .XX + ,01

,XXX + ,OOi TITLE
WING ACCESS PANEL LAYOUT
+ I/2 ° BRAWING ND. SHEET
F93-2A-107-07 1 1
 1 Panel Flat Wrapped
from top of rear spar
1 Panel to bottom of front sp
Lower Surface
from front
spar to re
spar

MS20450DD-8
I
Rivet Spacing 2.0"

tail boom

inborad of / X

1 Panel Upper Surf,

1 Panel Lower Surfl
from rear spar to

, I!11'
 Ill.OUT FI:".P_,
_'_

NOTE: All wing panels fabricated

of 2024-T5 Aluminum•
0.052" skin thickness
outboard of tail boom.
0.05" skin thickness
1 Panel Flat Wrapped inboard of tail boom.
:ram top of front spar No control surfaces show.
:o bottom of front spar

Formed
Wing Tip
Press

, •°+++ •°+•• ••t *+ • •+

Ltfl' _+

MS20426DD-5
Rivet Spacing 1. 25"
outboard of tail boom 1 Panel Flat Wrapped
from top of rear spar
1 Panel Upper Surface to bottom of rear spar
1 Panel Lower Surface
from front spar to rear spar

:e
e ]]IHF..NSZI3N Trtl ERANCES EMBRY-RIBBLE AERONAUTICAL UNIVERSITY
UNLESS I'ITHERVISE SPECIFIED DAYTONA BEACH FLORIDA
ailing edge EEC.LPP_6
SCAL_ DRA_/N BY
,XX + ,01 J. VIEIRA
,XXX + ,001 TITLE
WING SKIN PANEL LAYOUT
+__i/2 °
IP(]U_OUT FPJU,4E
i

I
Windshield defrost Ii

Occupant air ven

Rudder/Steering m
.

Elevator

Air Venting
 .,t.-
I#OLDOUT FRA_'_¢ "_. t

Engine cooling air flow

//

Heating\Cooling air pump

Cabin ventilation air flow

3OARD PROFILE

DIMENSION TOLERANCES
UNLESS OTHERWISE SPECIFIED DAYTONA BEACH FLORIDA

B'_'-'__7
DRAWN _
.XX :i: .01 B 110-15 _ VIEIRA & CEPEDA
.XXX :1:.001 TITLE
CONTROL SYSTEMS LAYOUT
DRAWING NO----
F95-2A- 10_
 I _!/

Access panels

Rudder/Steering

Elevator

Air Venting

Ilil'
 J
i

X Engine cooling oir flow

IDATE
10-1.3 JDWG BY
VIEIRA&:CEPEDA ! DRAWING
F93-2A- NO.
105-07 I SHEET
2//2
f
 _-DOUT FRAME _'-

Typico

i.................
.........
........

Fibergloss
Bottom pGnel skin thick
nose colqe
(All others ore 0.025 in

I Illl,
 rivet spacing is 1 in

ii

;ss is 0.040 in

])INEN..RIDN TOLERANCES EMBRY-RIBBLE AERONAUTICAL UNIVERSITY

UNLESS DTHERt/ISE SPECIFIE9 BAYT[]NA BEACH FLBRIBA

I)RAWN BY
,XX + ,01 A. CEPEDA
,XXX ± ,001 TITLE
SKIN PANEL LAYOUT
+ i/2 ° DRAWING NO, SHEET
F93-2A- 103-07
 2024-
¢3 56 MS20430DD-12 2024-

42 488 MS20430DD-5 2024-

41 320 MS20430DD-2 2024-
40 680 MS20430DD-8 2024-

39 2090 MS20426DD-5 2024-

38 4 NAS 1307-15P STANDAF

37 4 NAS 1 308-4P STANDAF

36 8 NAS 1305-1P STANDAF

35 4 AN 12-17-J STANDAF

34 64 NAS 1304-¢P STANDAF

33 2 INBOARD BOTTOM WING PANEL 2024-

32 4 INBOARD TRAILING EDGE PANEL 2024-

51 2 INBOARD LEADING EDGE PANEL 2024-

30 4 CENTER WING SKIN PANEL 2024-

29 2 LEADING EDGE WING SKIN PANEL 2024-

28 2 OUTBOARD WING SKIN PANEL 2024-

27 2 PRESS FORM WING TIPS 2024-

26 1 REAR CARRY THROUGH 2024-

25 1 FRONT CARRY THROUGH 2024-

24 4 REAR LUG 2024-

23 4 FRONT LUG 2024-

lull I 22 4 SPAR SHR WEB 0.016" THICK 2024-

21 4 SPAR SHR WEB 0.032" THICK 2024-

2O 4 SPAR SHR WEB 0.05" THICK 2024-T3

19 4- SPAR SHR WEB 0.125" THICK 2024-T3

18 4 BUCKLE STIFFNER (#12) 2024-T3

17 12 BUCKLE STIFFNER (#11) 2024-T3

16 28 BUCKLE STIFFNER (# 10) 2024-T3

15 44 BUCKLE STIFFNER (#9) 2024-T3

14- 2 REAR SPAR CAP NAS-544-02 2024-T3

15 2 REAR SPAR CAP NAS-544-52 2024-T3

12 2 REAR SPAR CAP NAS-544-55 2024-T3

11 2 FRONT SPAR CAP NAS-54-4-10 2024-T3

10 2 FRONT SPAR CAP NAS-,...344-50 2024-T3

9 2 FRONT SPAR CAP NAS-544-69 2024-T3

8 10 WING RIB 72.0" CHORD 2024-T3

7 2 WING RIB 65.0" CHORD 2024-T3

6 2 WING RIB 61.5" CHORD 2024-T3

5 2 WING RIB 58.0" CHORD 2024-T3

4 2 WING RIB 51.4-" CHORD 2024-T3

5 2 WING RIB 44-.7" CHORD 2024-T3

2 2 WING RIB CHORD 2024-T3

1 2 WING RIB CHORD 2024-T3

ITEM OTY DESCRIPTION MAT'L OR PART #
II

EMERY-RIDDLE AERONAUTICAL UNIVERSITY

UHL.ESSI]TI.IO_SE SPECIFIED DAYTONA BEACH FLORIDA
SIZE DATE SCALE DRAWN BY
B 12-06 INDICATED ALPHA TEAM
.XX _+ ,Ol
,XXX ± .001 TITLE
WING STRUCTURAL LAYOUT
± 1/2 ° DRAWING NO, SHEET
F93-2A- 104-07 1/13
 J_LI;)OUT __o_, fL

Wing S

20 4-0 60 80

2_

Tail B

Illll
tion (in.)
O0 120 140 160 180 2OO
l,lll iI,lIi ,lll,l,l,l

Aileron

Fuel Tank

)m SCALE: 1/20

10-15
ZDATE IDW6 :BY TEAM
ALPHA I_RAWZNG
F95-2A- Nn,
104-07 iSHEET
2/15
 IPgu_UT F_

Vertical Tail

MAIN GEAR

SCALE: 1/2C

' Illll
 . Detail 1 Detail 2

Tail Boom
FUEL T

IDATE
12-06 ID_/GBY
ALPHA TEAM II)RAWING
F95-2A- NFI,
104-07
 2.60 D

Ligh

l
h

J
"Detail 5

Rib

DETAIL :3
SCALE: 1/2

Wing Skin
Stringe'
.-,-- 5.70 in.

IIIII I
 Rib Location and Dimensions for NLF(1 )-041 4

(in.) Chord (in.) h (in.) b (in.) D (in.)

ning Hole
21.0 72.0 10.08 7.7 5.25

27.0 72.0 10.08 7.7 5.25

35.0 72.0 10.08 7.7 5.25

42.0 72.0 10.08 7.7 5.25

50.0 72.0 10.08 7.7 5.25

75.0 65.0 9.1

tched Rib 87.0 61.5 8.6

99.0 58.0 8.1

124.0 51.4 7.2

147.0 44.7 6.25

172.0 38.0 5.3

187.0 33.3 4.7

I

DATE
12-06 DWG BY
ALPHA TEAM I DRAWING
F93- 2A- NE],
1 04-07 ISHEE4/'1:3
 O_LDOUT F_ /,

TOP VIEW

Rib
Upper Skin
Surface

NAS-34-4--69
/
Upper Skin
Surface

Leading Edge
Rib

SIDE VIEW

I1111'
 + 0.05 in. Thickness
2024-T3

MS20430DD-8 Stringers

0.125 in. Thickness

Center Rib 2024-T3
Portion

Front Spar Cap

Front Spar Web

SCALE" 1/2

DRAWING NO, I
I DWGALPHA
BY TEAM! FB3-2A- I04-07 I
 S NA

---..ira,,

/
+ + -F + 4- +

8,F >

+ + + + + + + -t-

DETAIL 1
SCALE: 1/2
 I_DOUT I:RA_ A

-344-69

FRONT SPAR CAP SIZE

Wing Stations Cap Designation

21 - 101 NAS-344-69

3,00 in, 101 - 141 NAS-344-30

141 - 192 NAS-344- 10

1,50 in,

FRONT SPAR WEB THICKNESS

8,80 in,
Wing Stations Web Thickness
21 - 41 0.125 in.

41 - 121 0.05 in.

121 - 161 0.032 in.

161 - 192 0.016 in.

SHEET
DWGALPHA
BY F93- 2A- NO,
TEAM I I]RA_4ING 1 04-07 i G/IS
 IIOLDOUT F_ / ..

r_

i i | I ii i ! |
i j
t

+ + + + + +

7.75 in.

j i | i i ii i II

DETAIL 2
•Ii11, SCALE: 1/2
_-344-33 Rear Spar Cap Size
i

Wing Stations Cap Designation

21 - 41 NAS-344-33

41 - 121 NAS-344-32

1.25 in. 121 - 192 NAS-344-02

1.75 in.

t i

Web Thickness
Rear Spar

Wing Stations Web Thickness

8.20 in. i|

21 -41 0.125 in.

41 - 121 0.05 in.

121 - 161

161 - 192

DRAWING ND, I SHEET

IBATE
12_06 BY
DWGALPHA F93-2A-104-07 I 7/1,3
 TOP

11,50

[-

NAS 1

REAR

1
SCALE 1/2

WU'
 ]

CO
0
0

)4-4P x 10

3,00

---fir I
I
I

FRONT LUG

0 O0
0
C_
CARRYTHROUGH
ATTACHMENT
J

i i

i i
LTON F93-2A-I04-07
IDRAWING NO,
,i
SHEET
e/_3
tRBLDOUT FRAME

Top View

L-
11,50
F
41.

\
ANIP-17J
NAg 344-69
Side View
NAg 1304-4P x I0

3,00

@
\
|

FRDNT

FRONT SPAR WE
SCALE 1/2
 C_

FRONT LUG

WING ATTACHMENT

C_

,R CAP

DATE DWG BY
IHI 12-06-93 I D, B[]LTDN F93-2A-I04-07
IDRAWING NO, 9/13
SHEET
 I_I..DOUT FRAME /.

t
i

0.43 i iI
I
I
oo 0 oo [
.64 in. I
..I:
-I-
I _T_ _-T_
I
I
I
0 c

8.00

I*=*T-==T_
i

1.00 irl

2.00

p
 ,;16t.£_,trr FR/St_

T
0.68 in. in.

4 1.35 in.

L
v

NAS 1304-4P x 14

'-I

1.30
' in.
t
1.75 in.

¢0.437 in.

REAR CARRY
REAR CARRY THROUGH LUG
THROUGH
FULL SCALE

v |

SHEET
DATE
12-06 I DWGALPHA
BY F93- 2A- NEI,
TEAM I DRAWING 104-07 I 10/13
 i

I 0 °° 0 °o

_,- ,
! 7.55 in.

-. 8.00 in.

W I

i i
 I
't
I o00 in. 2.00 in.

I
-I
AN7-1 7

1304-4P x 14

iI

I
I
t
1.75 in.

,,,,,
\
¢0.457 in.

REAR SPAR CAP REAR SPAR LUG

FULL SCALE
REAR SPAR WEB

SHEET
ID_4G BY
ALPHA TEAM I BRAWING
F93-2A- NFI,
104-07 I 11/13
 I •

IIIDLDOUT FRAME

r
!

iI ........... -'_
I
-_-- w v

SIDE VIEW

REAR V
MS20430KE-6 x 12

I $
1,50

(
1,50 in,

DETAIL 1
SCALE I/4

,IIU
 _OI.DOUT FRAME

TOP VIEW

t
6,00 in,

------Z------Z-------- mi_
_-------- _.

41,00 in,
FRONT CARRY THROUGH

RI,86

8.8! in,

°° 1

NAg 1308-3 x 4 FIRE WALL

II)ATE
1 2-06 IBWG
ALPHA
BY TEAM F93-2A-
]]RAWING NO,
104-07 SHEET
12/13
 BOI.DOUT

T
8.00 in.

MS20430KE-7 x 6

DETAIL 2
REAR CARRY THROUGH
SCALE 1/'4
IIII
 llmBtl_.,_Lrr "_ "

H
l' I
I
I
I
..J
(

37,00 in, L
v

'-,-- 8.00 in.---,-

R1,86

T
8,95 in,

I I
I
I

NAg 1305-3 x 8

IDATE
12-06 I:DWU:BY' TEAM IDRAWING
I ALPHA NEI,
F93-2A-104-07 ISHEET
1.3/13
_DLDOUT FRAME/.

46 3 TEE-FIREWALL BOLT AN8-

i

45 1 DOUBLER 2024-

44 2 NAS341-26 2024-
|

43 6 BUCKLE STIFFENERS 2024-

ii

42 6 BUCKLE STIFFENERS 2024-

i i

41 1 FWD WINDSHIELD JOINT 2024-

i

4O 2O FASTENING SCREWS AN507DD

i

39 5O SPLICING RIVETS AN430D

i i

38 1 REAR DOOR LATCH C CHANNEL 2024-

i

37 924 LOWER SKIN RIVETS AN456D

i i i i iii

36 200 UPPER SKIN RIVETS AN456D

35 4 NOSE GEAR MOUNTING BOLTS AN8C-

i

34 4 ENG MOUNTING BOLTS AN8C

ii

33 4 ENG MOUNTING BRACKETS 2024-

i i

32 1 NOSE CONE GLASS/E

i Ill

31 6 UNDER FLOOR CARRY THROUGHS 2024-

i

3O 1 FIRE WALL 2024-

i

29 1 LOWER NOSE GEAR REINFORCER 2024-

i

28 1 UPPER NOSE GEAR REINFORCER 2024-

i i i i

27 1 RT AFT FUSELAGE SKIN 2024-

i

26 1 LOWER AFT FUSELAGE SKIN 2024-

25 1 UPPER LT AFT FUSELAGE SKIN 2024-

i

24 1 UPPER RT MIDDLE FUSELAGE SKIN 2024-

i i

23 1 LOWER MIDDLE FUSELAGE SKIN 2024-

i

22 1 UPPER LT MIDDLE FUSELAGE SKIN 2024-

i

21 1 UPPER RT FWD FUSELAGE SKIN 2024-

 IR_.DOUT FR/_ _.

2O 1 LOWER FWD FUSELAGE SKIN 2024-T3

19 1 UPPER LEFT FWD FUSELAGE SKIN 2024-T3

18 1 FRONT BULKHEAD 2024-T3

17 1 ENG RING FRAME 2024-T3

16 1 ENG RING FRAME 2024-T3

15 1 AFT RING FRAME SECTION 2024-T5

14 1 AFT RING FRAME SECTION 2024-T3
i

15 1 MID RING FRAME SECTION 2024-T3

12 1 MID RING FRAME SECTION 2024-T3

11 8 RING FRAME BOTTOM CORNERS 2024-T3

10 1 FWD RING FRAME SECTIONS 2024-T3

9 1 FWD RING FRAME SECTIONS 2024-T3

8 1 FLOOR PANEL 2024-T3

7 2 LONGERON BRAKE FORM C 2024-T3

6 1 CEILING SUPPORT NAS 544-60 7075-T6
5 1 HINGE REINFORCER 2024-T3

.4 11 ENG LONGERON BRAKE FORM C 2024-T3

5 4 LONGERON BRAKE FORM C 2024-T3
2 4 LONGERON BRAKE FORM C 2024-T3
i

1 ¢ FLOOR BRACE NAS 546-45 7075-T6

ITEM OTY DESCRIPTION MAT'L OR PART #
EMBRY-RIDDLE AERF1NAUTICAL UNIVERSITY
]_ Tll.EIe.ANCES
DTHERVISE SPECIFIED DAYTONA BEACH FLBRIDA
SIZE DATE SCALE DRAWN BY
B 10-15 INDICATED ALPHA TEAM
,XX ± ,01
,XXX + .001 TITLE
STRUCTURAL LAYOUT AND DETAILS
+ I/F'° DRAWING NEi, _HEET
F95-2A- I02-07 1/10
IIII
53 1 FRONT CARRY THROUGH FWD C 2024-T3

52 1 FRONT CARRY THROUGH AFT C 2024-T3

51 1 REAR CARRY THROUGH AFT C 2024-T3

5O 1 REAR CARRY THROUGH FWD C 2024-T3

49 4 SUPPORT LONGERON 2024-T3

48 1 CARRY THROUGH SUPPORT 2024-T3

47 2 SUPPORT LONGERON 2024-T3

ITEM OTY DESCRIPTION MAT'L OR PART #
DATE DWG BY DRAWING NO, :ISHEET
12-06 ALPHA TEAM F93-2A- 102-07 2/10
TO
$0
 - tlO...P_t.J"P FF..+_+ ,_

Front Curry Through DETAIL 3 I

W.L. 75 / 50

'\

[1 I/
:.i
II
!
4

II
II
\ I I

/ I\
/ /
m

/
D ETAIL 7
W.L. 65 Rear Curry

Vl EW
_E: 1/10

-13 I ALPHA TEAM I I)RAWING

F93- 2A- NO,
102-07 ISHEE 3 / 10
._.DOUT FRAME /.
I i

Rear Sections

Fwd Sections
I •

S
FAIL

|
!
/

Ground Line

NT VI EW
kLE" 1/10
i

10-15
DATE DWG BY
ALPHA TEAM BRAWING
F93-2A- ND,
102-07 SHEET
4/_o
i
 fDI,/:)OUT F_."_v1_ _/.

DETA

DETAIL 5
1I
I
/
I
I
I

I
I
I
I
I
"k
N

I
I
/
J

,is'
f

,i,,,- A ",,
\

INBOARD PROFILE \

\
\

DETAIL 9
SCALE: 1/1 0
Illll
 DETAIL 2
DETAIL 6 I
I I
I I
I I
/ I
% /
!
/
I
/
I
I !
I
I
I
% I
I

%
/
/
\ /DETAIL
x \
!
!
\ I
/ \
N I \
I \
I \
4 >,
f /
\ \
i I /

I I l
I
! !
/ I
\\ /
/ / \ /

.s

¢7)

- / ]
! II i
I

\II c
\

IBATE }BWG :BY TEAM F93-2A-

IDRAWING 102-07
NO
1O- 1,5 ALPHA
 tPOI.DOUT FRAME

Top View Longeron

Reur View

Side View

i! i _5°i_ "
!,+ ¢1 i
..... ,,....
/

DETAIL 2
SCALE: 1/2 Gus

I111'
 ,_3t.DO UT FRA;_E

Top View
t
3.OOin.

Fuselage Skin
Engine mount

Side View
Rear View
¢0.50in.

2.00in.
I
+
I
I

Dln.

+ + +
I I

+' !
+ I
+' I

6.00in.
R1.69in.

;t plate
DETAIL 1
SCALE: 1/2

IDATE
IO- I3 IDWG BY
ALPHA TEAM I DRA_/ING
F93- 2A- NO,
102-07
 #_LDOUr Ff_q_g •

/ _ : I
/ _
AN8-10
Top View AN456DD

@
0
Fire Wall
Side View

Fire Wa
DETAIL 5
SCALE: 1,/2

_I'
 ij_r_Li)_u
T FRA_F C_ ,

Fire Wall Front View NAS 541-25

2024-T5 Doubler
AN8- 10 O. 125 in thick

+
+ 1.60 in.
+ +

Lightening
hole
9.00 in.

Rear View

IDATE
IDWG YIDRAW'"G"O
10-15 I HEE
Alpha Team F95-2A- 102-07 7//10
 I •

+J
d m

8-10

Top View
F
/F.2
I

MP5 it
AN507DD______
"N-
m

Rear View Side View

h
DETAIL 5 Fiberglass
SCALE: 1/2
llllJ
 F_t
_,..,,_LDOUT

AN450DD-8
/
N.)
o

Top View

in

AN515DD10
AN456DD-4

Side View + Rear View

Aluminum DETAIL 4
SCALE: I/2

DWGALPHA
BY TEAM I DRAWING
F95-2A- NF],
102-07 i SHEET
8/10
 /
tRgLDOUT FRAME

Top View

Side View

2.20 in.

Rear Bulkhea

Side Vie

iI \\
I \
/ \

DETAIL 7
SCALE: 1/2
DETAIL 6
SCALE: 1/2

Top View 5.05

Fuselage Ring Frame -----J

II

Fuselage Skin
AN8-10
for all seat belt
attachments

--V'--
Side View

Rear View
I / /

I / /
.3/

Note" seat belt installation

hardware supplied by
manufacturer

DETAIL 8
SCALE: 1/2

DATE
10-15 DWG ALPHA
BY TEAM :DRAWING
F93-2A- Nil,
102-07 I SHEET
9/10
IIOLDOUT FRAME /'

Front View Top View

Seat
track

L
Floor thickness 0.025 i

C channel Iongeron

SECTIO
NAS 546-45 SCALE

Stiffeners 0.040 in thick

 qlIDI.DO
UT FRAME.

AN509-51 6
At 1.0 in
intervols

I--I
I I
I I
I I

DETAIL 9
SCALE: 1/4

Under floor AN456DD-6

ca gh C chGnnel

) bottom
Ring
corners freme

!
F_
A-A

DATE
10-15 DWG J.:BY
VIEIRA I DRAWING
F9.3-2A- Nil,
102-07 SHEET
10/10