Lection #16(14) CALCULATION OF DISTRIBUTED LOADS ON A WING OF THE

BIG ASPECT RATIO.

Plan:
1. Critical loading conditions.
2. Calculation of equal aerodynamic and mass loads
3. Distribution of aerodynamic load on wing span of the big aspect ratio
4. Distribution of load from the wing weight
5. Distribution of load from the fuel weight
1. Critical loading conditions
On airplanes and helicopters in service big variety of the loads is acted. In ARU the
limited number of critical loading conditions presents them. It is reflected in subpart C of
ASCA airworthiness standards of civil aircraft where demands (ARU, R, FAR, JAR)
for transport planes are determined.
In ASCA critical loading conditions are controlled:
1. Symmetric and unsymmetrical flight conditions.
2. Flight conditions with the issued high lift devices.
3. Critical loading conditions of a wing on the ground are especially important in
case of installation the landing gear on a wing and in case of landing heavy
planes with fuel.
4. Critical loading conditions of emergency landing.
Each critical loading condition in AR is determined:
1) by the limit load factor nl;
2) by the factor of safety f;

V 2
;
3) by the lift coefficient Cy or the dynamic pressure q(V), where q
2
4) by the distribution of aerodynamic force by a chord and wing span.
Calculation of loading is consisted from:
1) Computation of equally effective resultant superficial and mass forces;
2) Distribution of superficial loads on span and a chord of a wing;
3) distribution of mass loading;
4) drawing diagrams of transverse forces, bending moments and torque on wing
span.
2. Calculation of equal aerodynamic and mass loads
1. Resultant limit lift force on the wing is equal to:
l
Ywl = n ly G Ybal
Balancing load on the stabilizer is small enough. In appendix A to FAR-23 at a design
stage it is supposed to accept:
l
Ybal
0.05 n ly G
Then

Ywl =1.05 * n ly * G.
1

Ultimate lift force on the wing is equal

Ywu 1.05n ly fG 1.05n uyG
where
n uy f n ly
where G means weight of a plane, n ly limit load factor, nyu ultimate load factor, f
factor of safety.
2. Mass load from the wing weight is equal to:
Pw = ny *Gw ,
Pwu = f * n ly *Gw,
where Gw - weight of a wing,
On statistics weight of a wing is equal to:
Gw=(812)G.
It is less for heavy planes.
3. Mass load from the concentrated cargoes is
Pcu = nyu *Gc, =nyuMcg=nlfgMc
where Gc means weight of the concentrated cargo, Mc - means mass of the
concentrated cargo.
Concentrated cargoes are engines, landing gears, fuel tanks and so on.
3. Distribution of aerodynamic load on wing span of the big aspect ratio
The distributed aerodynamic loading qa there is force created by a compartment of
a wing of individual width. It is equal:
V2
qa = Cys
b( z ) 1 ys qb( z ) 1 ,
2
where s -means lift coefficient of the wing cross section , 1 width of a site of a
V 2
wing, (z) - the current chord, - density of air, V airspeed, q
- dynamic
2
pressure.
Dynamic pressure we can calculate from a condition:
Ywu = nyu G
Where lift force is equal to:

Ywu

= yw

V 2
2

S w C yw qS w ,

where Sw - the wing area.

Hence

yw
Whence follows:

V 2
2

S w = ny u G

n uy G
V 2
q

.
2
C yw S w

Fig. 1. The circuit of a wing

where 0 means the root chord, L - a wing span, (z) - the current chord, z - coordinate of
the chord, bk the tip chord, Lk - a wing span half.
Let's substitute dynamic pressure in dependence for aerodynamic forces:
C ys b( z )
qa = n uyG
,
(1)
C yw S w
where yw the lift coefficient of all wing, Cys - the lift coefficient of the wing cross
section.
Sw = b mL
where bm means the mean geometrical chord.
Let's substitute in expression (1) value Sw then we can receive:
n uy G C ys ( z )b( z )
qa =
L
C yw bm
Let's designate through:
ys ( z )b( z )

C yw bm
where means relative circulation.
Thus, aerodynamic force is distributed proportionally relative circulation:
n uy G
qa =
qm ,
L
n uy G
where q m
- is mean aerodynamic load on wing.
L
Relative circulation depends from:
1) Form of a wing in the plan , ;
2) Sweepback - ;

3) Geometrical and aerodynamic wing twist - ;

5) Influences of superstructures, engine car, a fuselage.
According to ARU this circulation must be received by purge in wind tunnel or
from handbook.
Usually diagram relative circulation is calculated as the sum of relative circulation
for direct flat wing and the amendments that are dependent from sweepback, wing twist,
and influences of superstructures
(2)
fw t f
Let's integrate this expression on wing span
1
1
1
1
1
dz

fw t f
0
0
0
0
0
1. fw is circulation of direct flat wing that is estimated from diagrams or
under the tables are received by results of a purge (the help data). It is function from
aspect ratio and wing taper fw = f(,). For intermediate values of aspect ratio
and wing taper - linear interpolation is supposed.
2. - is the amendment on sweep. It is estimated by results of purges; in case
of absence the help data are used. Approximate expression for it is:

0
,
45
0
45
where 0 - is the amendment of circulation at sweepback = 450 by 0.25 chords of a
45

wing under the help table; - sweepback angle of a wing.

3. t - means the amendment on a wing twist in case of absence of purges results
t t
where t - the amendment at an angle twist to equal unit - 10 on the help data, - angle
of wing twist.

Fig. 2. Change of the amendment on sweepback of a wing span

4. f - the amendment on influence of a fuselage and engine car. As a result of
interference of a wing and a fuselage, a wing and engine car on sites of superstructures
"failure" of aerodynamic force is observed. The interference is necessary for taking into
account at small angle of attack and great speed. For the low wing plane lift force is
possible to distribute approximately only on consoles, without consideration under a
fuselage part (it goes in safety factor).

1. = 0
2. 0
3. 0

Fig. 3. Influence sweepback on circulation

Diagrams of distributions are received by results of purges in wind tunnel at various
angles of attacks.

Fig. 4. Distribution of aerodynamic forces by the wing span

Approximately aerodynamic force on wing span can be distributed proportionally to
chords:
n uyG
qa =
b( z )
Sw
This formula follows from an assumption about equality:
Cys = Cyw
Then:
n uyG C ys b( z ) n uyG
b( z )
qa

Sw
L C yw bm
Since:
Sw = Lbm
Y

xcp

cp

Fig. 5. Estimation of the attack point for the equally effective aerodynamic forces.

Point of attack of the aerodynamic force on a chord of a wing we estimate with the
account moment characteristics of a wing.
The center of pressure of aerodynamic force be relative the leading adge is
calculated thus:
C
X cp m
Cy
then m means the moment coefficient. Finally:
X cp X cp b( z )

4. Distribution of load from the wing weight

For planes with take-off weight less 5T it is allowable to distribute loading from
weight of a wing qw proportionally relative circulation:
n uyG w
qw
,
L
where Gw means weight of a wing .
For planes with weight G>5 load from weight of a wing is distributed
proportionally to chords:
n uyG w
b( z )
qw
Sw
It is allowable to count a direction of mass loading to parallel aerodynamic forces.
Point of attack qw coincides with the center of gravity of sections:
X
Xw w
b( z )
On statistics Xw =(0.40.45)(z).

5. Distribution of load from the fuel weight

For transport planes fuel is placed in wing caissons, which have the big extent.
Loading from fuel in this case represent as system of concentrated forces, or the
distributed loading on length of tanks.
The procedure of payments loading from fuels qf is such. We are set distribution of
spars. The front spar on statistics is located on 1525% chords (z), rear spar 6075%
(z). On thickness of a structure we calculate length of a tank necessary for
accommodation of fuel. The distributed loading from fuel is equal qf :

q f n uy S t ( z )k f ,
(3)
where f- means density of fuel f=0.8g/cm3 ; St(z) - the area cross sections of a tank, kf
=0.9 is empirical factor from statistic as fuel does not occupy all volume of tank.

lt

qf2, St2

qf1, St1

Fig. 6. Distribution of loading from fuel

It is so:

lt

u
q f ( z )dz n y G f ,

(4)

0
where Gf - weight of fuel, lt length of tank.
All fuel is placed in a tank. We substitute value qf in this formula from (3):
lt
lt
u
u
u
u
(5)
n y S t ( z )dz n y S t ( z )dz n y V n y G f ,
0
0
where V - volume of a fuel tank.
It is allowable to distribute loading from fuel on linear dependence proportionally to the
areas of cross sections of a tank:
q f 1 S t1

q f 2 St2
From here follows:
q f1 q f 2
l t n uy G f
2
Thus, the linear system from two equations with two unknown values is received:
S
q f 1 q f 2 t1 ;
St2

2n uy G f
S t1
q f 2(1
)
(6)
St2
lt
Point of the attack qf coincides with the center of gravity of cross section of a fuel
tank. Drawing the diagram, the total distributed loading, distribution of air and mass
7

loading was above considered. The following stage of calculation is drawing the total
diagram the distributed loading.
Calculation of the total distributed loading qt we spend on sections, breaking
length of the console on k sites, then
L
z k ,
k
q t qa q w q f
(7)
Calculation qt we spend in the table. We accept, for example, k=10. Then is
z 0 .1 Lk . On an axis z from below the relative coordinate, from above - number of
section is shown.

Genyu

Fig. 8. Calculation of the total diagram loading