Interim Project Report
Analysis of Aircraft wings made of composite material using Ansys.
Pratik DhuriAmey Muthe
Shreyas Deshpande Rohit Sachidanandan
Sponsoring company : Under Guidance of
AIR INDIA LTD Mr.Sandeep Joshi
(ME CAD/CAM Robotics)
Contents :
1. Abstract 1
2. Problem defination 2
3. Literature Review 3
a) Use of composite in aircraft 3
b) Aerodynamic forces acting on wings 4
c) Theories for Creation of Lift 5
d) Drag Force acting in wing 9
e) Terminologies involved in wing design 11
f) Performance parameters involving lift 18
g) New Aerofoil concept 21
4. Conclusion 21
5. Biblography 22
Abstract:
The project is concerned with investigation of Analysis of forces on an Aircraft Wing. An aircraft wing may be subjected to various forces like combined Flexural, Torsional and Transverse loadings and flutter due to aerodynamic forces. Traditionally Aluminium alloys were being used as primary material for manufacturing of wings, with the advancement in technology composites material are being used. Composite materials provide advantages like weight reduction. longerlife and are easy to maintenance This project involves examining the behaviour of wings made of composites material under application of various forces
The finite element software like ANSYS can be used to analyze the stress distribution throughout the wing in order to detect patterns and stress concentrations in critical areas.
Problem Defination -
The finite element software like ANSYS can be used to analyze the stress distribution throughout the wing in order to detect patterns and stress concentrations in critical areas. The project will involve modelling the aircraft wing to approximate geometery in catia and then exporting it to ansys. For this we will have to find out various material properties of suitable composite material (TORAYCA* carbon fiber prepreg T800H/3900-2 ; tensile strength of 7GPa). The wing is approximated as a straight cantilever beam and then effects due to various loading will be calculated for Al alloy and composite material wing. The results will be compared what advantage composite material can offer over traditional Al alloy.
Litreature Review
A. Composite material
Composite materials are a three-dimensional combination of at least two chemically distinct materials, with a distinct interface separating the components, created to obtain properties that cannot be achieved by any of the components acting alone. The most common example is fibreglass.
B. Composites in modern Aircrafts
Boeing B787 Dreamliner will be the first commercial airliner to be constructed entirely of composite materials
B787 has as much as 50 percent of the primary structure including the fuselage and wing made of composite material.
Advantages in using advanced composites are listed below :
* Typically composites can provide a weight savings of between 25 and 50 percent over an aluminum structure.
* Specific tensile strength (ratio of material strength to density) is four to six times greater than aluminum or steel.
* Specific modulus (ratio of material stiffness to density) is three to five times greater than aluminum or steel.
* Composites are more versatile than metals and can be tailored to meet performance needs and complex designs.
* Excellent structural damping properties can be designed into composites.
* Fatigue and fracture resistance are superior, approaching 60 percent of ultimate strength (considerably higher than aluminum and steel).
There are some disadvantages in the use of composites. While the perception is often worse than the reality, some lingering concerns are: higher material costs, special handling, manufacturing and inspection procedures and unique, sometimes proprietary processes.
Some of the composite materials that will be used include graphite and toughened epoxy resin, and TiGr, a titanium/graphite composite. The graphite/epoxy material will make up the bulk of the composite materials used in the 787, while the titanium/graphite composite will be used for the wings.Titanium is a strong metal known for its light weight and durability.
TORAYCA* carbon fiber prepreg T800H/3900-2 ( tensile strength of 7GPa) for primary structural material in civil aircraft. Boeing's B787 1
Make up of B-7874
Composites - 50% Aluminum - 20% Titanium - 15% Steel - 10% Other - 5%
C. FORCES ACTING ON AN AIRCRAFT6
Straight and Level Flight
In order for an airplane to fly straight and level, the following relationships must be true:Thrust = DragLift = Weight
If, for any reason, the amount of drag becomes larger than the amount of thrust, the plane will slow down.If the thrust is increased so that it is greater than the drag, the plane will speed up.Similarly, if the amount of lift drops below the weight of the airplane, the plane will descend. Byincreasing the lift, the pilot can make the airplane climb.
Thrust
Thrust is an aerodynamic force that must be created by an airplane in order to overcome the drag (thrust and drag act in opposite directions as shown in the figure above). Airplanes create thrust using propellers, jet engines. In the figure above, the thrust is being created with a propeller pulling air past the blades.Drag
Drag is an aerodynamic force that resists the motion of an object moving through a fluid (air and water areboth fluids). The amount of drag that your hand creates depends on a few factors, such as the size of your body, the speed of the aircraft and the density of the air.
Weight IT includes weight of an aircraft including passenger ,cargo and fuel.
Lift Lift is the aerodynamic force that holds an airplane in the air, On airplanes, most of the lift required to keep the plane aloft is created by the wings (although some is created by other parts of the structure).
Creation of Lift
The Longer Path Explanation
The Longer Path explanation holds that the top surface of a wing is more curved than the bottom surface. Air particles that approach the leading edge of the wing must travel either over or under the wing.
Let'sassume that two nearby particles split up at the leading edge, and then come back together at the trailing edge of the wing. Since the particle traveling over the top goes a longer distance in the same amount of time, it must be traveling faster.Bernoulli's equation, a fundamental of fluid dynamics, states that as the speed of a fluid flow increases, its pressure decreases.
The Longer Path explanation deduces that this faster moving air develops a lowerpressure on the top surface, while the slower moving air maintains a higher pressure on the bottom surface. This pressure difference essentially "sucks" the wing upward (or pushes the wing upward).
1. The assumption that the two air particles described above rejoin each other at the trailing edge of the wing is groundless.
2. For many types of wings, the top surface is longer than the bottom. However, many wings aresymmetric (shaped identically on the top and bottom surfaces). This explanation also predicts that planes should not be able to fly upside down, although many planes have this ability.
Still The Longer Path explanation is correct in more than one way. First, the air on the top surface of the wing actually does move faster than the air on the bottom -- in fact, it is moving faster than the speed required for the top and bottom air particles to reunite . Second, the overall pressure on the top of a lift-producing wing is lower than that on the bottom of the wing, and it is this net pressure difference that creates the lifting force.
The Newtonian Explanation
According to Newton’s law for every action there is an equal, and opposite, reaction Newton theorized that air molecules behave like individual particles, and that the air hitting the bottom surface of a wing behaves like shotgun pellets bouncing off a metal plate.
Each individual particle bounces off the bottom surface of the wing and is deflected downward. As the particles strike the bottom surface of the wing, they impart some of their momentum to the wing, thus incrementally nudging the wing upward with every molecular impact.
The Newtonian explanation provides a pretty intuitive picture of how the wing turns the air flowing past it,with a couple of exceptions:
1. The top surface of the wing is left completely out of the picture. The top surface of a wingcontributes greatly to turning the fluid flow. When only the bottom surface of the wing isconsidered, the resulting lift calculations are very inaccurate.
2. According to Euler observation. The fluid moving toward an object will actually deflect before it even hits the surface, so it doesn't get a chance to bounce off the surface at all. It seemed that air did not behave like individualshotgun pellets after all. Instead, air molecules interact and influence each other in a way that isdifficult to predict using simplified methods. This influence also extends far beyond the air immediately surrounding the wing.While a pure Newtonian explanation does not produce accurate estimates of lift values in normal flight conditions (for example, a passenger jet's flight), it predicts lift for certain flight regimes very well. For hypersonic flight conditions (speeds exceeding five times the speed of sound), the Newtonian theory holds true. At high speeds and very low air densities, air molecules behave much more like the pellets The space shuttle operates under these conditions during its re-entry phase.
Unlike the Longer Path explanation, the Newtonian approach predicts that the air is deflected downward as it passes the wing. While this may not be due to molecules bouncing off the bottom of the wing, the air is certainly deflected downward, resulting in a phenomenon called downwash.
Pressure Variations Caused By Turning a Moving Fluid
Lift is a force on a wing (or any other solid object) immersed in a moving fluid, and it acts perpendicular to the flow of the fluid. (Drag is the same thing, but acts parallel to the direction of the fluid flow). The net force is created by pressure differences brought about by variations in speed of the air at all points around the wing. These velocity variations are caused by the disruption and turning of the air flowing past the wing.
A. Air approaching the top surface of the wing is compressed into the air above it as it moves
upward. Then, as the top surface curves downward and away from the airstream, a low-pressurearea is developed and the air above is pulled downward toward the back of the wing.
B. Air approaching the bottom surface of the wing is slowed, compressed and redirected in adownward path. As the air nears the rear of the wing, its speed and pressure gradually match that of the air coming over the top. The overall pressure effects encountered on the bottom of the wing are generally less pronounced than those on the top of the wing.
C. Lift component
D. Net force
E. Drag component
When you sum up all the pressures acting on the wing (all the way around), you end up with a net force on the wing. A portion of this lift goes into lifting the wing (lift component), and the rest goes into slowing the wing down (drag component). As the amount of airflow turned by a given wing is increased, the speed and pressure differences between the top and bottom surfaces become more pronounced, and this increases the lift. There are many ways to increase the lift of a wing, such as increasing the angle of attack or increasing the speed of the airflow.
Predicting the amount of lift created by wings has been an equally challenging task for engineersand designers in the past, we have relied heavily on experimental data collected to aid in our initial designs of wings.
Calculating Lift Based on Experimental Test Results
The data collected allows engineers to predictably calculate the amount of lift and drag that airfoils can develop in various flight conditions. The lift coefficient of an airfoil is a number that relates its lift-producing capability to air speed, air density, wing area and angle of attack -- the angle at which the airfoil is oriented with respect to the oncoming air flow (we'll discuss this in greater detail later in the article). The lift coefficient of a given airfoil depends upon the angle of attack.
Here is the standard equation for calculating lift using a lift coefficient:
L = liftCl = lift coefficient(rho) = air density
V = air velocityA = wing area
Calculating Lift Using Computer Simulations
In the years since NACA's experimental data was collected, engineers have used this information to calculate the lift (and other aerodynamic forces) produced by wings and other objects in fluid flows. In recent years, however, computing power has increased such that wind tunnel experiments can now be simulated on an average personal computer.Software packages, such as FLUENT, have been developed to create simulated fluid flows in which solid objects can be virtually immersed. The applications of this type of software range from simulating the air flowing over a wing
Drag 7 Drag is the rearward acting force which resists the forward movement of the airplane through the air. Drag acts parallel to and in the same direction as the relative wind.
Induced Drag
Induced drag is the undesirable but unavoidable by product of lift, and increases in direct proportion to increases in angle of attack. The greater the angle of attack up to the critical angle, the greater the amount of lift developed, and the greater the induced drag. The airflow around the wing is deflected downward, producing a rearward component to the lift vector which is induced drag. The amount of air deflected downward decreases greatly at higher angles of attack; therefore, the higher the angle of attack or the slower the airplane is flown, the greater the induced drag.
Parasite Drag
Parasite drag is the resistance of the air produced by any part of the airplane that does not produce lift. Several factors affect parasite drag. When each factor is considered independently, it must be assumed that other factors remain constant. These factors are: • The more streamlined an object is, the less the parasite drag. • The more dense the air moving past the airplane, the greater the parasite drag. • The larger the size of the object in the airstream, the greater the parasite drag. • As speed increases, the amount of parasite drag increases.
Parasite drag can be further classified into form drag, skin friction, and interference drag. Form drag is caused by the frontal area of the airplane components being exposed to the airstream. A similar reaction is illustrated by figure 1-14, where the side of a flat plate is exposed to the airstream. This drag is caused by the form of the plate, and is the reason streamlining is necessary to increased airplane efficiency and speed. Figure 1-14 also illustrates that when the face of the plate is parallel to the airstream, the largest part of the drag is skin friction.Skin friction drag is caused by air passing over the airplane’s surfaces and increases considerably if the airplane surfaces are rough and dirty. Interference drag is caused by interference of the airflow between adjacent parts of the airplane such as the intersection of wings and tail sections with the fuselage. Fairings are used to streamline these intersections and decrease interference drag.
About Wings Wing Shape 6 The upper airfoil is typical for a stunt plane, and the lower airfoil is typical for supersonic fighters. both are symmetric on the top and bottom. Stunt planes and supersonic jets get their lift totally from the angle of attack of the wing.
Angle of Attack
The angle of attack is the angle that the wing presents to oncoming air, and it controls the thickness of the slice of air the wing is cutting off. Because it controls the slice, the angle of attack also controls the amount of lift that the wing generates (although it is not the only factor).Zero angle of attack
Zero angle of attack Shallow Angle Steep angle
Flaps
In general, the wings on most planes are designed to provide an appropriate amount of lift (along with minimal drag) while the plane is operating in its cruising mode (about 560 miles per hour, or 901 km per hour, for the Boeing 747-400). However, when these airplanes are taking off or landing, their speeds can be reduced to less than 200 miles per hour (322 kph). This dramatic change in the wing's working conditions means that a different airfoil shape would probably better serve the aircraft.
To accommodate both flight regimes (fast and high as well as slow and low), airplane wings have moveable sections called flaps. During takeoff and landing, the flaps are extended rearward and downward from the trailing edge of the wings. This effectively alters the shape of the wing, allowing the wing to turn more air, and thus create more lift. The downside of this alteration is that the drag on the wings also increases, so the flaps are put away for the rest of the flight.
Slats
Slats perform the same function as flaps (that is, they temporarily alter the shape of the wing to increaselift), but they are attached to the front of the wing instead of the rear. They are also deployed on takeoffand landing.
The Coanda Effect is used in specialized applications to increase the amount of additional lift provided by the flaps. Instead of just altering the shape of the wing, compressed air can be forced through long slots on the top of the wing or the flaps to produce extra lift
For aircraft design, this process is often extremely complex. The number of parameters needed to completely specify a 747 is astronomical. So one uses a combination of approximation, experience, and statistical information on similar aircraft to reduce the number of design variables to a manageable number. This may range from 1 or 2 for back-of-the envelope feasibility studies to hundreds or even thousands of variables in the case of computer-assisted optimization studies. Even when the situation is simplified the model is usually very complicated and difficult. One generally must use a hierarchy of analysis tools ranging from the most simple to some rather detailed methods.Calculating the drag of even a simple wing is not just a matter of specifying span and area. Other parameters of importance include: taper, sweep, Reynolds number, Mach number, CL or alpha, twist, airfoil sections, load factor,
Wing Design Parameters 2
Aerofoil geometry can be characterized by the coordinates of the upper and lower surface. It is often summarized by a few parameters such as: maximum thickness, maximum camber, position of max thickness, position of max camber, and nose radius.
Span
Selecting the wing span is one of the most basic decisions to made in the design of a wing. The span is sometimes constrained by contest rules, hangar size, or ground facilities but when it is not we might decide to use the largest span consistent with structural dynamic constraints (flutter). This would reduce the induced drag directly.
However, as the span is increased, the wing structural weight also increases and at some point the weight increase offsets the induced drag savings. This point is rarely reached, though, for several reasons.
1. The optimum is quite flat and one must stretch the span a great deal to reach the actual optimum.
2. Concerns about wing bending as it affects stability and flutter mount as span is increased.
3. The cost of the wing itself increases as the structural weight increases. This must be included so that we do not spend 10% more on the wing in order to save .001% in fuel consumption.
4. The volume of the wing in which fuel can be stored is reduced.
5. It is more difficult to locate the main landing gear at the root of the wing.
6. The Reynolds number of wing sections is reduced, increasing parasite drag and reducing maximum lift capability.
On the other hand, span sometimes has a much greater benefit than one might predict based on an analysis of cruise drag. When an aircraft is constrained by a second segment climb requirement, extra span may help a great deal as the induced drag can be 70-80% of the total drag.
The selection of optimum wing span thus requires an analysis of much more than just cruise drag and structural weight. Once a reasonable choice has been made on the basis of all of these considerations, however, the sensitivities to changes in span can be assessed.
Area
The wing area, like the span, is chosen based on a wide variety of considerations including:
1. Cruise drag
2. Stalling speed / field length requirements
3. Wing structural weight
4. Fuel volume
These considerations often lead to a wing with the smallest area allowed by the constraints. But this is not always true; sometimes the wing area must be increased to obtain a reasonable CL at the selected cruise conditions.
Selecting cruise conditions is also an integral part of the wing design process. It should not be dictated a priori because the wing design parameters will be strongly affected by the selection, and an appropriate selection cannot be made without knowing some of these parameters. But the wing designer does not have complete freedom to choose these, either. Cruise altitude affects the fuselage structural design and the engine performance as well as the aircraft aerodynamics. The best CL for the wing is not the best for the aircraft as a whole. An example of this is seen by considering a fixed CL, fixed Mach design. If we fly higher, the wing area must be increased by the wing drag is nearly constant. The fuselage drag decreases, though; so we can minimize drag by flying very high with very large wings. This is not feasible because of considerations such as engine performance.
Sweep
Wing sweep is chosen almost exclusively for its desirable effect on transonic wave drag. (Sometimes for other reasons such as a c.g. problem or to move winglets back for greater directional stability.)
1. It permits higher cruise Mach number, or greater thickness or CL at a given Mach number without drag divergence.
2. It increases the additional loading at the tip and causes spanwise boundary layer flow, exacerbating the problem of tip stall and either reducing CLmax or increasing the required taper ratio for good stall.
3. It increases the structural weight - both because of the increased tip loading, and because of the increased structural span.
4. It stabilizes the wing aeroelastically but is destabilizing to the airplane.
5. Too much sweep makes it difficult to accommodate the main gear in the wing.
Much of the effect of sweep varies as the cosine of the sweep angle, making forward and aft-swept wings similar. There are important differences, though in other characteristics.
Thickness
The distribution of thickness from wing root to tip is selected as follows:
1. Make the t/c as large as possible to reduce wing weight (thereby permitting larger span, for example).
2. Greater t/c tends to increase CLmax up to a point, depending on the high lift system, but gains above about 12% are small if there at all.
3. Greater t/c increases fuel volume and wing stiffness.
4. Increasing t/c increases drag slightly by increasing the velocities and the adversity of the pressure gradients.
5. The main trouble with thick airfoils at high speeds is the transonic drag rise which limits the speed and CL at which the airplane may fly efficiently.
Taper
The wing taper ratio (or in general, the planform shape) is determined from the following considerations:
1. The planform shape should not give rise to an additional lift distribution that is so far from elliptical that the required twist for low cruise drag results in large off-design penalties.
2. The chord distribution should be such that with the cruise lift distribution, the distribution of lift coefficient is compatible with the section performance. Avoid high Cl's which may lead to buffet or drag rise or separation.
3. The chord distribution should produce an additional load distribution which is compatible with the high lift system and desired stalling characteristics.
4. Lower taper ratios lead to lower wing weight.
5. Lower taper ratios result in increased fuel volume.
6. The tip chord should not be too small as Reynolds number effects cause reduced Cl capability.
7. Larger root chords more easily accommodate landing gear.
Here, again, a diverse set of considerations are important.
The major design goal is to keep the taper ratio as small as possible (to keep the wing weight down) without excessive Cl variation or unacceptable stalling characteristics.
Since the lift distribution is nearly elliptical, the chord distribution should be nearly elliptical for uniform Cl's. Reduced lift or t/c outboard would permit lower taper ratios.
Evaluating the stalling characteristics is not so easy. In the low speed configuration we must know something about the high lift system: the flap type, span, and deflections. The flaps- retracted stalling characteristics are also important,.
Twist
The wing twist distribution is perhaps the least controversial design parameter to be selected. The twist must be chosen so that the cruise drag is not excessive. Extra washout helps the stalling characteristics and improves the induced drag at higher CL's for wings with additional load distributions too highly weighted at the tips.
Twist also changes the structural weight by modifying the moment distribution over the wing.
Twist on swept-back wings also produces a positive pitching moment which has a small effect on trimmed drag. The selection of wing twist is therefore accomplished by examining the trades between cruise drag, drag in sec
Aerofoil Pressure Distributions 2
The aerodynamic performance of aerofoil sections can be studied most easily by reference to the distribution of pressure over the airfoil. This distribution is usually expressed in terms of the pressure coefficient: CP =(p-p0)/(0.5ρ U2)
Cp is the difference between local static pressure and freestream static pressure, nondimensionalized by the freestream dynamic pressure.
What does an airfoil pressure distribution look like? We generally plot Cp vs. x/c.
x/c varies from 0 at the leading edge to 1.0 at the trailing edge. Cp is plotted "upside-down" with negative values (suction), higher on the plot. (This is done so that the upper surface of a conventional lifting airfoil corresponds to the upper curve.)
The Cp starts from about 1.0 at the stagnation point near the leading edge...
It rises rapidly (pressure decreases) on both the upper and lower surfaces...
...and finally recovers to a small positive value of Cp near the trailing edge.
Various parts of the pressure distribution are depicted in the figure below and are described in the following sections.
Upper SurfaceThe upper surface pressure is lower (plotted higher on the usual scale) than the lower surface Cp in this case. But it doesn't have to be.
Lower SurfaceThe lower surface sometimes carries a positive pressure, but at many design conditions is
actually pulling the wing downward. In this case, some suction (negative Cp -> downward force on lower surface) is present near the midchord.
Pressure RecoveryThis region of the pressure distribution is called the pressure recovery region.The pressure increases from its minimum value to the value at the trailing edge.This area is also known as the region of adverse pressure gradient. As discussed in other sections, the adverse pressure gradient is associated with boundary layer transition and possibly separation, if the gradient is too severe.
Trailing Edge PressureThe pressure at the trailing edge is related to the airfoil thickness and shape near the trailing edge. For thick airfoils the pressure here is slightly positive (the velocity is a bit less than the freestream velocity). For infinitely thin sections Cp = 0 at the trailing edge. Large positive values of Cp at the trailing edge imply more severe adverse pressure gradients.
CL and Cp
The section lift coefficient is related to the Cp by: Cl = int (Cpl - Cpu) dx/c(It is the area between the curves.)with Cpu = upper surface Cp
and recall Cl = section lift / (q c)
Stagnation PointThe stagnation point occurs near the leading edge. It is the place at which V = 0. Note that in incompressible flow Cp = 1.0 at this point. In compressible flow it may be somewhat larger.
The shape of the pressure distribution is directly related to the aerofoil performance as indicated by some of the features shown in the figure below.
Most of these considerations are related to the airfoil boundary layer characteristics which we will take up later, but even in the inviscid case we can draw some conclusions
Lift Distributions and Performance2
Wing design has several goals related to the wing performance and lift distribution. One would like to have a distribution of Cl(y) that is relatively flat so that the airfoil sections in one area are not "working too hard" while others are at low Cl. In such a case, the airfoils with Cl much higher than the average will likely develop shocks sooner or will start stalling prematurely.
The induced drag depends solely on the lift distribution, so one would like to achieve a nearly elliptical distribution of section lift. On the other hand structural weight is affected by the lift distribution also so that the ideal shape depends on the relative importance of induced drag and wing weight.
One of the more interesting tradeoffs that is often required in the design of a wing is that between drag and structural weight. This may be done in several ways. Some problems that have been solved include:
Minimum induced drag with given span -- Prandtl Minimum induced drag with given root bending moment -- Jones, Lamar, and others Minimum induced drag with fixed wing weight and constant thickness -- Prandtl, Jones Minimum induced drag with given wing weight and specified thickness-to-chord ratio --
Ward, McGeer, Kroo Minimum total drag with given wing span and planform -- Kuhlman
... there are many problems of this sort left to solve and many approaches to the solution of such problems. These include some closed-form analytic results, analytic results together with iteration, and finally numerical optimization.
The best wing design will depend on the construction materials, the arrangement of the high-lift devices, the flight conditions (CL, Re, M) and the relative importance of drag and weight. All of this is just to say that it is difficult to design just a wing without designing the entire airplane. If we were just given the job of minimizing cruise drag the wing would have a very high aspect ratio. If we add a constraint on the wing's structural weight based on a trade-off between cost and fuel savings then the problem is somewhat better posed but we would still select a wing with very small taper ratio. High t/c and high sweep are often suggested by studies that include only weight and drag.
New Aerofoil Concepts
Aerofoil design has improved dramatically to the more aggressive supercritical sections used on today's aircraft. The figure below illustrates some of the rather different aerofoil concepts used over the past several decades.
Continuing progress in airfoil design is likely in the next few years, due in part to advances in viscous computational capabilities. One example of an emerging area in aerofoil design is the constructive use of separation.
Flow Near Trailing Edge of DTE Airfoil and Aerobie Cross-Section
Structures
Structural materials and design concepts are evolving rapidly. Despite the conservative approach taken by commercial airlines, composite materials are finally finding their way into a larger fraction of the aircraft structure. At the moment composite materials are used in empennage primary structure on commercial transports and on the small ATR-72 outer wing boxes
New materials and processes are critical for high speed aircraft, UAV's, and military aircraft, but even for subsonic applications concepts such as stitched resin film infusion (RFI) are beginning to make cost-competitive composite applications possible
Conclusion :
The project involve comparitive study on use of composite material on the wings of aircraft material compared to traditional Al alloys. FEM methods using Ansys gives results which are close to that obtained in actual condition. It also help us to understand use of modern techniques used to analysis in industry
As using all the parameters for design and analysis will be too complex an appropriate isolated parameter like effect of flutter on wing can used to for analysis purpose.
The study of the project can provide valueable information about behaviour of composite material which can be used to decide maintenance and inspection purposes
Biblography:
1. http://www.toray.com/technology/network/net_004.html
2. http://adg.stanford.edu/aa241/AircraftDesign.html
3. Aeroelastic Analysis of CompositeWings- Carlos E. S. Cesnik,¤ Dewey H. Hodges and a. Mayuresh Patil
4. http://www.boeing.com
5. Computational Investigation of Airfoils with Miniature Trailing Edge Controla. Surfaces - Hak-Tae Lee, _ Ilan M. Kroo
6. 10.36.2.12/tapp34site/knowit/airplain/airplain.html
7. http://avstop.com/AC/thrust.html#Induced
