WING MATERIALS, APPLICATIONS

AND CONSTRUCTION
CONFIGURATIONS

CREW:
Melesio Ruiz Olgun.
Aldaid ngeles ngeles.
Brandon Alexis Cano Daz.

Rodrigo Valdez Rodrguez.

Sergio Corts Valle.

 1.-History
2.- Monocoque and semi-monocoque structures
3.- Monospar and Multispar

4.- Aircraft Wings Materials

5.- Drive systems

1.HISTORY

WOOD, LINEN AND WIRE

BRACING (1915-1925)
Abeto
E=9000Mpa

Resistencia a la traccin: 70Mpa

Densidad: 400kg/m3

Abedul
E=14250Mpa
Resistencia a la traccin 100Mpa
Densidad: 630kg/m3

LINEN
Linen is a bast fiber. Flax fibers vary in
length from about 25 to 150 mm (1
to 6 in) and average 12-16
micrometers in diameter.
There are two varieties: shorter tow
fibers used for coarser fabrics and
longer line fibers used for finer
fabrics.
Flax fibers can usually be identified
by their nodes which add to the
flexibility and texture of the fabric.

WIRE BRACING
In general, bracing allows a
stronger, lighter structure than
one which is unbraced, but
external bracing in particular
adds drag which slows down
the
aircraft
and
raises
considerably
more
design
issues than internal bracing.

WOOD, LINEN AND ARC-WELD

TUBE BRACING (1925-1933
In mid-1925 Boeing replace wires
welded to the wing structure, so
giving greater rigidity to the semi
wings.
It was also implemented to
strengthen the internal structure
of
the
semi
wings
and
connections with the fuselage

ALL-METAL CONSTRUCTION (1930PRESENT)

In the interwar period all

technology
related
to
aviation was developed,
performing major advances
in aircraft design, and still
the moment that began to
operate the first airlines. The
planes began to replace
wood by metal widely

STEEL AND STEEL ALLOYS

The steel has good qualities
about resistance, but its
density is excessive and has
serious corrosion problems.
However, replaced wood in
construction: already in the
First World War Junkers used
sheets corrugated aluminum
to save weight of the
stiffeners and create the 1st
all-metal plane

 Advantages

TITANIUM

Its density is between aluminum

and steel
It performs well against corrosion
It withstands high temperatures
(400 500 C)

Disadvantages
Its properties are degraded in
saline environments
Its cost is 7 times that of aluminum

 In the nineteenth century,

aluminum was so expensive to
produce that was considered a
semi-precious metal.
Besides
the
qualities
of
unalloyed aluminum or refine,
they left much to be desired, to
think about it for some industrial
use (resistance aluminum alloy is
6 to 8 times higher than
unalloyed aluminum).

ALUMINUM

COMPOSITES INTRODUCED (1960 Fibrous composite

materials
PRESENT)

were originally used in small

quantities in military aircraft
in the 1960s, and within civil
aviation from the 1970s. By
the 1980s, composites were
being used by civil aircraft
manufacturers for a variety
of secondary wing and tail
components such as rudder
and wing trailing edge
panels.

2.-MONOCOQUE AND SEMIMONOCOQUE STRUCTURES

Pic 1. Wing

1.1 MONOCOQUE
STRUCTURES
1.2 SEMI-MONOCOQUE
STRUCTURES

Set of frames covered by metallic

skin, all applied loads are supported
by skin while frames provide stiffness

Semi-Monocoque structure is an
improvement of monocoque , it has
intern frames, skin, stringers ,etc in
order to provide more stiffness

1.3 WING CONFIGURATION

Wing configuration is semi monocoque and contains:
SPAR: Most aircrafts contain just 2, and they provide resistance against
bending.

Pic 2 a) Spar

 Ribs: Provide resistance against torsion, and they have cut pieces for lighten
up the weight, and they also shape the fuel tank

Pic 2 b) Ribs

Pic 2.1 Ribs

 Stringers: Small beams located between ribs to avoid skins buckling , nowadays
theyre made of composite materials.

Pic 2 c) Stringers

Pic 2.2 Stringers

 Skin: Wings external part, they are subjected to shear stress and theyre useful as an
isolator of the fuel and environment

Pic 2.3 Skin

 Struts: A strut is a structural component designed to resist longitudinal compression, it is

used to keep two components separate, Struts are applied to a high-wing monoplane
and act in tension during flight.

Pic 2.4 Grumman F3F Struts

3.MONOSPAR

 The monospar wing incorporates only one main spanwise or longitudinal

member in its construction.

 Supply the necessary contour or shape to the airfoil. Although the strict
monospar wing is not common, this type of design modified by the
addition of false spars or light shear webs along the trailing edge for
support of control surfaces is sometimes used.

MULTISPAR

 The multispar wing incorporates more than one main longitudinal member
in its construction.

ADVANTAGES
Ease of manufacturing.
Simple design and ease of ribs.
Increased stiffness of the outer wing panel.

Rational technological spacing of manholes at the bottom panel due to the

small number of ribs.

DISADVANTAGES
Larger specific weight of regular zones of the panels.
No analogues for long-range aircraft high level of technical risk.

4. AIRCRAFT WINGS
MATERIALS

WING CONSTRUCTION
Wing construction is basically the same in all types of aircraft. Most modern
aircraft have all metal wings, but many older aircraft had wood and fabric
wings.
To maintain its all-important aerodynamic shape, a wing must be designed
and built to hold its shape even under extreme stress.

Basically, the wing is a framework composed principally of spars, ribs, skin

and stringers.

MATERIAL SELECCIN
Aircraft designers continue apply materials and structural concepts to provide
benefits in performance, durability, compliance with environmental
regulations, and most recently, acquisition and maintenance costs.
Aluminum is the most common material from which to construct wings, but
they can be wood covered with fabric, and occasionally a magnesium alloy
has been used.
Moreover, modern aircraft are tending toward lighter and stronger materials
throughout the airframe and in wing construction. Wings made entirely of
carbon fiber or other composite materials exist, as well as wings made of a
combination of materials for maximum strength to weight performance

CONSIDERATIONS: ATTACH OF THE WINGS

Three systems are used to determine how wings are attached to the aircraft
fuselage depending on the strength of a wing's internal structure.
The strongest wing structure is the full cantilever which is attached directly to
the fuselage and does not have any type of external, stress-bearing
structures.
The semicantilever usually has one, or perhaps two, supporting wires or struts
attached to each wing and the fuselage.
The externally braced wing is typical of the biplane (two wings placed one
above the other) with its struts and flying and landing wires

WING CONFIGURATION
The wings are built in many shapes and sizes.
Wing design can vary to provide certain desirable flight characteristics.

Control at various operating speeds, the amount of lift generated, balance,

and stability all change as the shape of the wing is altered.

WING SPARS
Spars are the principal structural members of the wing.
Spars may be made of metal, wood, or composite materials depending on
the design criteria of a specific aircraft.
They can be generally classified into four different types by their cross sectional
configuration.
(A) Solid
(B) Box shaped

(C)Partly hollow
(D) I-beam

WING SPARS
Currently, most manufactured aircraft have wing spars made of solid
extruded aluminum or aluminum extrusions riveted together to form the spar
In an Ibeam spar, the top and bottom of the Ibeam are called the caps
and the vertical section is called the web.

WING RIBS
The ribs give the wing its cambered shape and transmit the load from the
skin and stringers to the spars.
Wing ribs are usually manufactured from either wood or metal.
The three common types of wooden ribs are:
plywood web
lightened plywood web
truss types

WING SKIN
The skin on a wing is designed to carry part of the flight and ground loads in
combination with the spars and ribs.

WING SKIN
The wing skin on an aircraft may be made from a wide variety of materials
such as fabric, wood, or aluminum. But a single thin sheet of material is not
always employed.
On aircraft with stressed-skin wing design, honeycomb structured wing
panels are often used as skin.

A honeycomb

structure is built up from

a core material resembling a bee
hives honeycomb which is laminated
or sandwiched between thin outer skin
sheets

NACELLES
Nacelles (sometimes called pods) are streamlined enclosures used
primarily to house the engine and its components
The framework of a nacelle usually consists of structural members similar to
those of the fuselage.

Lengthwise members, such as longerons and stringers, combine with

horizontal/vertical members, such as rings, formers, and bulkheads, to give
the nacelle its shape and structural integrity.
The exterior of a nacelle is covered with a skin or fitted with a cowling which
can be opened to access the engine and components inside. Both are
usually made of sheet aluminum or magnesium alloy with stainless steel or
titanium alloys being used in high-temperature areas, such as around the
exhaust exit.

5.-DRIVE SYSTEMS
Are the components that let to the wing delivers a control during the aircaft
flights.

CABLE DRIVE
This drive system has been applied on the first aircrafts
Advantages:

Used for its light weight

Simplicity
Disadvantages:
cable pre-loading will be required to prevent the slack due to the applied
loads, temperature changes and wing box deflection

UTILITY CABLE

Aspects:
Choose from stainless or galvanized carbon steel
wire rope
Steel core, recommended
Configuration:
7X7 or 7X18
More commun:
MIL-DTL-83420

FAILURE
Failure of an Aileron Control Cable in an Aircraft:
Summary: A cable controlling the aileron movement in an aircraft had
broken.
Conclusion : The snapping of the cable was due to excessive thinning of its
strands due to contact wear.

HYDRAULIC DRIVE

 Advantages:
Simple to install, less components involved
Less weight is involved since only tubing, fluid, actuator and support
instalation have to be dealt with
Disadvantages:
Posibility of leaking in tubing and total hydraulic failure makes the flap
inoperable

Increased posibility of fire hazard along the wing area

MECHANICAL DRIVE

 Advantages:
A very positive control of the flap
Operation of the system complataly independent

Do not crate the posibility of fire hazard in the wing rea of the plane
Disadvantages:
A considerable wight involved due to the electric motor
Numerous wearing parts like bearings, transmition shaftingd, gears.
Requires a lot of maintenance