Hafif siklet bir uçağın kaplama perçin ve rib hesabı
The Calculations of skin rivets and rib design of light airplane
- Tez No: 14344
- Danışmanlar: PROF.DR. AHMET NURİ YÜKSEL
- Tez Türü: Yüksek Lisans
- Konular: Uçak Mühendisliği, Aircraft Engineering
- Anahtar Kelimeler: Belirtilmemiş.
- Yıl: 1991
- Dil: Türkçe
- Üniversite: İstanbul Teknik Üniversitesi
- Enstitü: Fen Bilimleri Enstitüsü
- Ana Bilim Dalı: Belirtilmemiş.
- Bilim Dalı: Belirtilmemiş.
- Sayfa Sayısı: 102
Özet
ÖZET Bu çalışmada; İstanbul-Antalya arasında seyahat edecek olan, ön boyutlandırması tamamlanmış ve yüklenme durumları belirlenmiş iki kişilik tek piston motorlu çok maksatlı kullanım amaçlı bir uçağın FAR 23 nizamnamesi ve NACA teknik bültenlerine bağlı olarak dikdörtgen planformlu, sökülebilir, konsol kiriş alttan kanat kaplama perçinleri, yardımcı arka spar ve rib dizaynı yapılmaktadır. Yapılan dizayn kaynak [ 1 ] ve [ 2 J'de verilen hesap yöntemlerine uygun ve tamamen devamları niteliğinde olup uluslararası Havacılık Birliği (ICAO)'nun ticari amaçla dizayn ve imalatı yapılacak hafif uçak kanatları için koyduğu standartlara harfiyen uymaktadır. Bu çalışma aynı dönemde tezlerini sunan ŞENTÜRK, C ve AKTAN, Ö'nün çalışmalarıyla birleştirildiğinde Gövde ve kuyruk dizaynı hariç hafif bir uçağın detaylı dizayn projesi elde edilmektedir.
Özet (Çeviri)
SUMMARY The Calculations Of Skin Rivets And Rib Design Of Light Airplane Design as an activiety lies somewhere between the study and analysis of invidual processes or components and the large decisions which are heavily economic. The word“design”encomposses a wide range of activities. Design may be applied to the act of selecting a single member or part, e.g., the size of screwjack in control mechanism of the aileron; to a large companent, e.g., the wing or to the design of the aircraft in which the aircraft is only one component. Design activities can be directed toward mechanical devices which incorporate linkages, gears and other moving solid members, electrical or electronical systems, heat systems, and a multitude of others. During the development of a preliminary design of airplane and the coordination of the configuration development phase, the designer will come into contact with a number of disciplins related to qeronoutical engineering: aerodynamics, flight mechanics,, propulsion, the science of materials and structures, operational analysis, statistics and optimization. The designer should also know how aircraft are certificated, how flights are carried out under widely differing conditions, and how aircraft are operated. It follows that he should have a wide and up-to- date knowledge, spread over a large number of disciplines, in a profession which is charecterized by its dynamic development. He should also be able to give proper attention to details. Typical of almost every design is the use of iterations. It starts with a trial configuration which will be analyzed and alterned after compration with the requirements. The entire cycle will then start afresh, until the results shows either that the design is not feasible or that it is reasonably well defined and may infact be further developed with some confidence. Particulary during the initial phase the designer should be able to anticipate on the later development and expermental results. -vx-A sound choice of the general arrangement of a new aircraft design should be based on a proper investigation into and interpretation of ^ the transport function and a translation of the most partinent requirements into a suitable positioning of the major parts in relation to each other. The result of this synthetic exercise is of decisive importance to the success of the aircraft to be built. However, no clear-cut design procedure can be followed and the task of devising the configuration is therefore a highly challenging one to the resourceful designer. The basic requirements for wing design are associated with performance and operational aspect, flying characteristics and handling structural design and considerations of general layout design. Conditions are derived for optimizing the wing loading of the new aircraft and compared with constraints of the wing loading imposed by low-speed performance requirements. The outline of the wing, both in planform and in the cross-sectional shape, must be suitable for housing a structure which is capable of doing its job. As soon as the basic wing shape has been decided, a preliminary layout of the wing structure must be indicated wich is expected to lead, after further refinement and detail desing, to a suffieciently strong, stiff and light solution, with a minimum of manufacturing problems. This thesis has been devoted to the wing design for light airplane of which were identified the determination of air loads at different points of V-n diagram and their disturbution on main parts of the Dimensions and weights of entire aircraft and its parts have been assigned by utilizing some well-known aircrafts with similar characteristics to the proposed design. As the basic structural and skin material, the aluminum alloy was used. The uniformity in quality is better than plywood or spruce. A relativly thick skin on the leading edge allows the use of countersunk rivets, and also reduces the wrinkles. Both conditions are very desirable to obtain some laminarity in the flow, at last upto the maximum thickness of the airfoil. This is an ideal condition difficult to reach, but if obtained, will result in a general improvement in the performance [. 1 J. Whith a 15 % chord-thickness ratio airfoil, it is possible to build a cantilever wing a weight comparable to a strut braced. It is not only the weight of the basic -vii-members that must be considered in the comparision, but al so the extra fittings, bolts, turnbuckles etc., along with“ the added loss in aerodynamic efficiency due to the additional parasite and interference drag. So the cantilever wing has been selected for the airplane to be designed [ 1 J. As the location of the wing, low-wing has been selected. The most dangerous parts of everyf light probably are take off, landing and flying the pattern. Visibility in a turn is greatly desired during these maneuvers. In a high wing aircraft, the visibility during these critical moments is reduced mostly toward the inside of the turn. These considerations alone will decide the choise between high wing and low wing, but there are many others that can be enumerated. Aircraft accident investigations and simple reasoning indicated that the more structure between the occupants and the ground, in cose of crash, the higher. are dissipated in the wing before starting with the passengers. From aerodynamic view points, the fuselage cross-section area of a low wing airplane 'could be made smaller than of a high wing; the accupânts could be seated over the wing. In resource [l3 Chapter 2. The loads carried by wing are divided in two types. The first type is named disturbuted loads which are consisted of aerodynamic loads, chordwise loods spanwise distribution normal loads spanwise distribution at any flight condition (symmetrical and unsymmetrical) have been calculated for each point of V-n diagram [APPENDIX D]. Flap extended and Flap retracted conditions, unsymmetrical wing loods, loods due to aileron and their distribution, and the inertia loads. The second one is named concentrated loads which are consisted of wing tip fuel tanks weight and main landing gear weight. The shear loads and Bending moments due to the abov loads are calculated in different wing stations as a first step this wing design. In resource [Ü, chapter 3, According to the shear loads and bending. moments spanwise distribution which are calculated in chapter 2 and the mechanical properties of the material the main spar lower and upper Caps' crossection dimensions are determined. In order to assure high margin of safety and to manufacture the spar easy, the calculated thickness of spar lower and upper caps are enlarged with the constant slope. -viii-In resource Q 1 J chapter k, the main spar design is made according to the NACA Method of Strength Analysis For Semi-Tension Field Beams Flat Webs. To place the web and stiff ener design on a more rational or truer basis, the NACA carried on a comprehesive study and testing program to develop better understanding of semi-tension field beam action and to present a design procedure for using by the aeronautical structures engineer under light of the NACA methods. Methods, the skin thickness and critical and permanent shear flows which are carried by the skin, are determined according to the shear and bending moments which are calculated in chapter 3. And Chen, the spar web and skin shear flows are calculated and compared with the critical and permanent shear flows in the same panels thraughout the wing. Allowable streses in uprights (stiffeners on each side of web are calculated according to two types of failure; column failure and Forced crippling failure, column failure in the usual meaning of the word (failure due to instability, without previous bowing) are possible only in double uprights. When column bowing begins, the uprights will force the web out of its original plan. The web tensile forces will then develop components normal to the plane of the web which tend to force the uprights back. In the forced crippling failure at uprights, the shear buckles in the web will force buckling of upright in a leg attached to the web, particulary if the upright leg is thinner than the web. These buckles give a lever arm to the compressive force acting in the leg and there fore produce a severe stress condition. The buckles in the attached leg will in turn induce buckling of the outstanding leg. For design purposes of web, the peak values of the nominal web shear stress within a bay is calculated according to the NACA methods. The allowable shear stress is determined by tests and depends on the value of the diagonal-tension faktör k as well as on the details of the web to flange and web to upight fastening.. A check for the development of permanent shear Buckles of web can be made using Appendix B [figure C11.46].. Web to flange, web to upights and upright to flange rivets, types and quantities are determined according to the loads which are carried by the attachments which are -ix-calculated in previous chapters. The lightining holes of the spar webs ' locations and dimensions are determined by using of web shear spanwise dustribution which are calculeted in chapter 4, [ 11 ]. The last pragraph of this chapter is the design of the wing tip fuel tank attachment to the main spar. According to the above explanations, in second chapter of this? work, The wing is”considered as three panels from root to the tip (20.0 60.0; 60,0 - 100,0 and 00,0 - TIP). The loads which carried by these panels are calculated in prevous chapters. The skin rivets types, quantities are determined according to the these loads, and to catch standartization with the other fasteners which are used in web- flanges- uprights and upright-web attachment. In chapter 2, the auxi' lary rear spar design are made with the same methods which are used for the main spar design in resource [ 1 ]. However, the lightining holes locations throughout the rear spar and the fasteners are determined according to the loads whic'h care carried by caps and webs, and webs and uprights, and its geometrical shape, in addition, the pilot seat rib, spar web accross the fusalege and the wing-fusalage attachment design are made in accordance with NACA standarts as the last paragraphs of this chapter. In the last chapter of this work the wing rib design are analized. In order to determine the shear loads on the rib caps and webs, the intermediate standart ribs' cross sections are considered as two parts, nose section and aft section (relatively to their lacations according to the main spar). Shear loads which are carried by ribcaps and rib webs in these sections, are calculated with the same methods for both of them. As an additional, for the root rib's high margin of safety there is made a strap splicing. Due to this splicing there' is'occured the third part of the rib cross-section which is named the center section and the same calculations with the nose and aft section are done for this section. The last paragraphs of this chapter are determining of the landing gears' cutout location and attachaments to the spar caps and webs according to the loading conditions which are determined in previous chapters and ref [ 1 J. -x-
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