By Michael C. Niu
The motive of this ebook is to supply a primary figuring out in skinny sheet development. The emphasis is on useful software with enter from either fabric energy and hands-on adventure. a large amount of fabric at the sizing of steel airframe is gifted in tables, charts and/or curves which are according to previous adventure and/or try out effects. step by step approaches are incorporated every time attainable and examples of numerical calculation are incorporated to explain both the strategy of sizing or using layout facts and layout curves to provide engineers a real-world feeling of ways to accomplish the most productive constructions. The cautious number of structural configurations and fabrics that are mixed to supply an monetary layout whereas additionally contemplating the consequences of static, fatigue, fail-safe necessities, harm tolerance and reparability also are vital matters during this ebook.
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Extra info for Airframe Stress Analysis and Sizing
All materials are deformable under force and strain is defined as the forced change in the dimensions of a member. Materials are elastic within a certain range of stress and are able to recover their original dimensions upon removal of stress in the elastic range (not in the plastic range). A member subjected to axial compression or tension will deflect an amount, 6. If the original length of the member is L, then axial strain, E , may be mathematically written as follows: 6 Eq. ) L (C) POISSON’S RATIO As a material undergoes axial deformation, a certain amount of lateral contraction or expansion takes place, as shown in Fig.
UNSYMMETRICAL: (a) Rolling case: The condition of unsymmetrical gusts must be considered by modifying the symmetrical gusts at B' or C' on the gust V-n diagram. 100% loads are applied to one side and 80% on the other. (b) Yawing case: The aircraft is assumed to encounter lateral gusts while in unaccelerated flight. The derived gusts at the related aircraft speed of Ve (design speed for maximum gust intensity), Vc (design cruise speed), and Vo (design dive speed) must be investigated for flap-up and flap-down conditions.
A) Fuel weight provides relief to wing up-bending Full tank fuel weight I Airload (b) Inboard fuel expended, outboard fuel providing more relief Outboard fuel tank Airload (c) Outboard fuel nearly expended, bending relief U Outboard fuel weight nearly expended decaying faster than airload up-bending Fig. 3 Wing Up-bending Relief Due to Fuel Weight Thinking i n terms of the large inertia effects in a down-bending direction during a hard landing and taxiing point out that extreme arrangement of wing fuel is not necessarily the best solution.