VISVESVARAYA TECHNOLOGICAL UNIVERSITY

BELAGAVI -KARNATAKA

A PROJECT REPORT ON

“STRESS ANALYSIS OF AIRCRAFT FUSELAGE PANEL WITH

AND WITHOUT CUTOUT AND STIFFENING MEMBERS”
submitted in partial fulfillment for the award of Bachelor of Engineering in

MECHANICAL ENGINEERING
of Visvesvarayya Technological University, Belagavi during the year 2019-20 Submitted by
3SL16ME018 PALLAVI PK
3SL16ME020 ROOPA EM
3SL16ME401 CHAITRA AC

Under the guidance of

VEERABADRAPPA.KAMBAR
Assistant Professor,
Dept. of Mechanical Engineering, SLN, Raichur
– 584 102

DEPARTMENT OF MECHANICAL ENGINEERING 2019-20

SLN COLLEGE OF ENGINEERING-(SLNCE),

(Affiliated to VTU, Belagavi & Recognized by AICTE, New Delhi)
Yermarus camp, Raichur-584 102

Karnataka, India

1
 SLN COLLEGE OF ENGINEERING
YERMARUS CAMP,RAICHUR-584 102

(Affiliated to VTU, Belagavi & Recognized by AICTE, New Delhi)

Department of Mechanical Engineering

Certificate
Certified that the Project Work [15ME85] entitled “STRESS ANALYSIS OF AIRCRAFT FUSELAGE
PANEL WITH AND WITHOUT CUTOUT & STIFFENING MEMBERS” carried out by

3SL16ME018 PALLAVI PK
3SL16ME020 ROOPA EM
3SL17ME401 CHAITRA AC

bonafide students of SLN COLLAGE OF ENGINEERING in partial fulfillment for the award of Bachelor
of Engineering in MECHANICAL ENGINEERING of the Visvesvaraya Technological University,
Belagavi during the year 2019-20 It is certified that all corrections/suggestions indicated for Internal
Assessment have been incorporated in the report deposited in the department library. The report has been
approved as it satisfies the academic requirements for the said Degree.

. ...…………………. …. . ...…………………. …. . ...…………………. ….

Veerabadrappa.kambar Basavaraj hossamani basavarj
Assistant Professor & Guide Prof. & HOD, ME Principal

Viva-Voce

Name of the Examiners Signature with Date

1.______________________ 1.________________

2.______________________ 2.________________

2
 Contents:

CHAPTER 1 PAGE NO
INTRODUCTION 07
1.1 General 07
1.2 Objectives 12
1.3 Scope of project 13

CHAPTER 2 14
LITERATURE REVIEW 14
2.1 FUSELAGE STRUCTURE 15
2.2 GEOMETRIC CONFIGURATION 16
2.3 MANOCOQUE STRUCTURE 17
2.31SEMI MANOCOQUE STRUCTURE 18
2.32 LOADS ON FUSELAGE 19
2.4 APPLICATIONS 19
2.5 ADVANTAGES AND DISADVANTAGES 20
2.6 ASSUMPTIONS 20

CHAPTER 3
STIFFENED PANEL 21
INTRODUCTION TO FINITE ELEMENT ANALYSIS 21
3.1 APPLICATION OF FEA 22
3.2 TYPES OF FINITE ELEMENT 23
3.3 FEATURE 24
3.4 PRINCIPLE OF FEA 25
3.5 GENERAL PROCEDURE FOR FINITE ELEMENT 25
ANALYSIS
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CHAPTER 4
METHODOLOGY 27
4.1 STEPS INVOLVED IN FINITE ELEMENT ANALYSIS 27
4.2 QUALITY PARAMETERS IN FINITE ELEMENT 28
ANALYSIS
4.3 ANALYSIS PROCEDURE 29
4.4 FINITE ELEMENT MODELING 30
4.5 FINITE ELEMENT MODEL 31
4.6 1D PROPERTIES 32

CHAPTER 5
SIMPLE CYLINDER 33
5.1 STRESS ANALYSIS OF SIMPLE CYLINDER 34
5.2 GEOMETRY 35
5.3 MESHING 36
5.4 LOADS AND BOUNDRY CONDITION 37
5.5 STRESS PLOT 38
5.6 FEA APPROACH 39

CHAPTER 6
CYLINDER WITH STIFFNERS 40
6.1 GEOMETRY 41
6.2 FEM MODEL 42
6.3 MESHING 43
6.4 LOADS AND BOUNDRY CONDITION 44
6.5 STRESS PLOT 45
6.6 DEFORMATION PLOT 46

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CHAPTER 7
STIFFENED PANEL
7.1GEOMETRY 47
7.2 SKIN FEM MODEL 48
7.3 FRAMES FEM MODEL 49
7.4 MESHING 50
7.5 LOADS AND BOUNDRY CONDITIONS 51
7.6 MATERIAL PROPERTIES 52
7.7 STRESS CONTOUR OF LOCAL PANEL 53
7.8 STRESS PLOT 54
7.9 DEFORMATION PLOT 55

CHAPTER 8
STIFFENED PANEL WITH CUTOUT
8.1GEOMETRY 56
8.2 FRAMES FEM MODEL 57
8.3 LONGERONS FEM MODEL 58
8.4 MESHING 59
8.4 LOADS AND BOUNDRY CONDITIONS 60
8.5 STRESS PLOT 61
8.6 DEFORMATION PLOT 62
8.7ADVANTAGES AND DISADVANTAGES FINITE ELEMENT 63
ANALYSIS
8.8 APPLICATIONS OF FINITE ELEMENT ANALYSIS 63

CHAPTER 9
CONCLUSION 64
REFERENCES 65

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 Abstract:

When the aircraft is flying above 8000 ft. altitude the internal pressurization is applied to create a sea level
atmospheric pressure inside the fuselage cabin. This internal pressurization is considered to be one of the
critical load cases during the design and development of the aircraft. Aircraft is a flying machine. It is a
complex engineering structure. The safety of the structure and the weight of the structure are the two important
aspects to be kept in mind while designing the aircraft structure. It is a challenge in front of the aircraft
structural designer to bring out a safest structure with minimum weight.

Fuselage and wing are the major primary structural components of the airframe. Fuselage is a cylindrical
structure, which houses passenger seats and cargo. Normally fuselage is a built-up structure with structural
members along longitudinal and circumferential directions. The skin used for the structure is a thin member
with orthogonal stiffening.

The current project deals with the stress analysis of a segment of the fuselage consisting of stiffening members
and cutout. Since fuselage is a hollow cylindrical structure with stiffening members, stress analysis will be
carried out in stages starting with uniform thick hollow cylinder without stiffening members. Iterative stress
analysis will be carried out by adding stiffeners and by introducing cutout in the structure.

Stress analysis of the fuselage skin with and without stiffening members will be carried out to capture the
global response of the fuselage under pressurization. A skin panel with fuselage frame and stringers along with
cutout will be considered for the local analysis to capture the magnitude of stress and distribution of stress at
the stress concentration region.

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 CHAPTER 1

1 INTRODUCTION

Aircraft are members and transverse frames to enable it to resist bending, compressive and vehicles which are
ableto fly by being supported by the air, or in general, theatmosphere of a planet. An aircraft counters the force
of gravity by using either static lift or by using the dynamic lift of an airfoil, or in a few cases the downward
thrust from jet engines. An aircraft is a complex structure, but a very efficient man-made flying
machine.Aircrafts is generally built-up from the basic components of wings, fuselage, tail units and control
surfaces. Each component has one or more specific functions and must be designed to ensure that it can carry
out these functions safely. Any small failure of any of these components may lead to a catastrophic disaster
causing huge destruction of lives and property. When designing an aircraft, it‟s all about ending the optimal
proportion of the weight of the vehicle and payload. It needs to be strong and stiff enough to withstand the
exceptional circumstances in which it has to operate. Durability is an important factor. Also, if a part fails, it
doesn‟t necessarily result in failure of the whole aircraft. It is still possible for the aircraft to glide over to a
safe landing place only if the aerodynamic shape is retained-structural integrity is achieved.

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Fuselage
The fuselage holds the structure together and accommodate passengers and/or cargo. Modern aircraft fuselage
may accommodate up to 800 passengers in economy class (e.g. A380) and up to 112,700kg cargo.

Cockpit

The cockpit holds the command and control section of an airplane. Modern aircraft cockpits have a number of
vital instruments for controlling the airplane on the ground as well as when flying.

Wing
Wings generate lift and control the airflow while flying. Wing design is a crucial factor in aviation: a wing is
designed to reduce drag at the leading edge, generate lift by its crescent and manage airflow using the rear
edge. Furthermore, while gliding (i.e. without engine power), the wings allow the pilot to increase and
decrease the descent rate.

Engine
Engines generate thrust and provide hydraulic and electric power. Modern aircraft are employed with different
types of engines, although jet engines are favoured with by most commercial airliners.

Rudder
The rudder controls the yaw motion of an airplane. The rudder is a hinged surface fitted to the vertical
stabiliser. When the rudder is turned to the left, the aircraft turns to the left in the horizontal plane; when the
rudder is turned to the right, the aircraft turns to the right. The rudder is used to turn the aircraft left or right on
the ground. In the air, however, the rudder is primarily used to coordinate left and right turns (the turns
themselves are done with the ailerons) or to counter adverse yaw (e.g. when crosswinds pushes the airplane
sideways).

Horizontal stabilizer
The horizontal stabiliser helps maintain an airplane's equilibrium and stability in flight. It does so by providing
a mini wing at a certain distance from the main wings (typically at the back, although it can also be positioned
at the from of the aircraft).

Cabin
An aircraft cabin is the section of an aircraft in which passengers travel. At cruising altitudes of modern
commercial aircraft, the surrounding atmosphere is too thin for passengers and crew to breathe without
an oxygen mask, so cabins are pressurized at a higher pressure than ambient pressure at altitude.

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Elevator
Elevators increase or decrease lift on the horizontal stabiliser symmetrically in order to control the pitch
motion of an airplane. Elevators are hinged surfaces fitted at the rear of the horizontal stabiliser. They work
symmetrically as a pair: when the elevators are up, the aircraft ascends; when the elevators are down, the
aircraft descends, and when the elevators are horizontal, the aircraft flies straight.

Aileron
Ailerons increase or decrease lift asymmetrically, in order to change roll and, thus, move the aircraft left or
right while flying. Ailerons are hinged sections fitted at the rear of each wing. Ailerons work asymmetrically
as a pair: as the right aileron goes up, the left one comes down and viceversa, thus making the aircraft roll right
or left, respectively.

Flap
Flaps adjust the camber of the wings, increasing lift. Flaps are normally fitted at the trailing edge of the wings.
Extending the flaps increase the camber of the wings airfoil, thus increasing lift at lower speeds, an important
feature for landing.

AIR CRAFT CABIN PRESSURIZATION

Aircraft are flown at high altitudes for two reasons. First, an aircraft flown at high altitude consumes less fuel
for a given airspeed than it does for the same speed at a lower altitude because the aircraft is more efficient at a
high altitude. Second, bad weather and turbulence may be avoided by flying in relatively smooth air above the
storms. Many modern aircraft are being designed to operate at high altitudes, taking advantage of that
environment. In order to fly at higher altitudes, the aircraft must be pressurized. It is important for pilots who
fly these aircraft to be familiar with the basic operating principles. In a typical pressurization system, the cabin,
flight compartment, and baggage compartments are incorporated into a sealed unit capable of containing air
under a pressure higher than outside atmospheric pressure. On aircraft powered by turbine engines, bleed air
from the engine compressor section is used to pressurizethe cabin. Superchargers may be used on older model
turbine-powered aircraft to pump air into the sealed fuselage.

A cabin pressurization system typically maintains a cabin pressure altitude of approximately 8,000 feet at the
maximum designed cruising altitude of an aircraft. This prevents rapid changes of cabin altitude that may be
uncomfortable or cause injury to passengers and crew. In addition, the pressurization system permits a

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reasonably fast exchange of air from the inside to the outside of the cabin. This is necessary to eliminate odors
and to remove stale air.

Fig. Standard atmospheric pressure chart

Pressurization of the aircraft cabin is necessary in order to protect occupants against hypoxia. Within a
pressurized cabin, occupants can be transported comfortably and safely for long periods of time, particularly if
the cabin altitude is maintained at 8,000 feet or below, where the use of oxygen equipment is not required. The
flight crew in this type of aircraft must be aware of the danger of accidental loss of cabin pressure and be
prepared to deal with such an emergency whenever it occurs.
The following terms will aid in understanding the operating principles of pressurization and air conditioning
systems:
• Aircraft altitude—the actual height above sea level at which the aircraft is flying

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 • Ambient temperature—the temperature in the area immediately surrounding the aircraft
• Ambient pressure—the pressure in the area immediately surrounding the aircraft
• Cabin altitude—cabin pressure in terms of equivalent altitude above sea level
• Differential pressure—the difference in pressure between the pressure acting on one side of a wall and
the pressure acting on the other side of the wall. In aircraft air-conditioning and pressurizing systems, it
is the difference between cabin pressure and atmospheric pressure.

The cabin pressure control system provides cabin pressure regulation, pressure relief, vacuum relief, and the
means for selecting the desired cabin altitude in the isobaric and differential range. In addition, dumping of the
cabin pressure is a function of the pressure control system. A cabin pressure regulator, an outflow valve, and a
safety valve are used to accomplish these functions.

The cabin pressure regulator controls cabin pressure to a selected value in the isobaric range and limits cabin
pressure to a preset differential value in the differential range. When an aircraft reaches the altitude at which
the difference between the pressure inside and outside the cabin is equal to the highest differential pressure for
which the fuselage structure is designed, a further increase in aircraft altitude will result in a corresponding
increase in cabin altitude. Differential control is used to prevent the maximum differential pressure, for which
the fuselage was designed, from being exceeded.
This differential pressure is determined by the structural strength of the cabin and often by the relationship of
the cabin size to the probable areas of rupture, such as window areas and doors.

The cabin air pressure safety valve is a combination pressure relief, vacuum relief, and dump valve. The
pressure relief valve prevents cabin pressure from exceeding a predetermined differential pressure above
ambient pressure. The vacuum relief prevents ambient pressure from exceeding cabin pressure by allowing
external air to enter the cabin when ambient pressure exceeds cabin pressure. The flight deck control switch
actuates the dump valve. When this switch is positioned to ram, a solenoid valve opens, causing the valve to
dump cabin air into the atmosphere.

The degree of pressurization and the operating altitude of the aircraft are limited by several critical design
factors. Primarily, the fuselage is designed to withstand a particular maximum cabin differential pressure.

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Project objective

The objective of this graduation project is to develop a parametric design, analysis and evaluation tool for both
metal and composite fuselage configurations in order to gain insight in the structural performance of different
material designs and obtain the required panel thickness of the analyzed 1 configuration. This tool is validated
with a fuselage of an Airbus A320 transport aircraft. The model objective is split in three parts:

• Develop a parametric model for an aircraft fuselage to determine the running loads for various load
cases.
• Extend the model in order to evaluate metal and composite fuselage configurations on the basis of
specific design criteria for input panel thickness.

• Extend the model by adding an optimization process in order to obtain the required panel thickness
with minimized weight

• To develop a finite elements model of the fuselage section suitable for execution in a crash
simulation.

• Perform a crash simulation using the nonlinear,explicit transient dynamic code, MSC. Dytran,and
generate pre-test predictions of fuselage and overhead bin dynamic responses.

• Validate the model through extensive analytical and experimental correlation.

• Assess simulation accurancy and suggest changes to the model for improved correlation.

• Study the effect of adding foam layer to stress distribution in the fuselage.

• Generate a finite element model to conduct fatigue analysis on fuselage with foam reinforcement.

• Compare with results from previous methods.

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Model choice

In order to create the model several options are evaluated. For example, a decision has been made between
creating an analytical model and a FEM model. For this project it is chosen to create an analytical model for
several reasons. The easiest way to create a parametric geometry is changing the aircraft parameters, which is
much easier on an input file than changing dimensions in a FEM model. Thus the input for an analytical model
is also very easy and the model gives a fast global idea of the analyzed material. Further the analytical model
explicitly formulates the behavior of the equations; therefore the documentation of the knowledge is clear.
While the FEM model implicitly formulates the behavior of the equations, which is an implicit commitment of
knowledge. Therefore a FEM model is not easy transmissible or easily extendable and adaptable, like the
analytical model.

Scope of the project

• Design and development of engineering products is typically an iterative process which requires
huge cost of testing and prototyping .

• Finite element methods form an important foundation to the digital prototyping revolution
which occurred with the advent of computation power.

• It takes advantage of using finite element simulation to minimize physical testing and prototype
cost.

• As many tests and design changes can be done at not much additional cost.

• In mechanical and aerospace engineering, however, stress analysis must often be performed on
parts that are far from equilibrium, such as vibrating plates or rapidly spinning wheels and
axles.

• In structural design applications, one usually tries to ensure the stresses are everywhere well
below the yield strength of the material.

• In the case of dynamic loads, the material fatigue must also be taken into account.

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 CHAPTER 2

2 LITERATURESURVY

An aircraft is a vehicle that is able to fly by gaining support from the air. It counters the force of gravity by
using either static lift or by using the dynamic lift of an airfoil, or in few cases the downward thrust from jet
engines. common examples of aircraft include airplanes, helicopter, airships, glider, paramotors and hot air
balloons.

Marco et al performed a buckling analysis for the composite fuselage. Finite element analysis was done on
composite fuselage structure. The reduction of weight between the carbon/epoxy composite and the aluminum
material is also high, thus encouraging the suitability of carbon/epoxy for fuselage applications.

Prem Chand et al performed an optimization for the airplane fuselage structure based on weight and strength
criteria using different materials which are aluminum and Eglass/epoxy. They performed a structural static
analysis on the finite element model of the airplane fuselage under static loads to determine the deflections and
stresses. Also, Harmonic analysis was performed at critical frequencies obtained from the modal analysis for
operating conditions. Since the selection criteria was weight and strength, the Eglass/epoxy was proved as the
best suited material from their analysis between the two materials.

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Fuselage structure

The fuselage is a long cylindrical shell, closed at its ends, which carries the internal payload. The dominant
type of fuselage structure is semimonocoque construction. These structures provide better strength-to-weight
ratios for the central portion of the body of an airplane than monocoque construction. A semimonocoque
fuselage consists of a thin shell stiffened in the longitudinal direction with stringers and longerons and
supported in the radial direction using transverse frames or rings .

The strength of a semimonocoque fuselage depends mainly on the longitudinal stringers (longerons), frames
and pressure bulkhead. The skin carries the cabin pressure (tension) and shear loads, the longitudinal stringers
carry the longitudinal tension and compression loads, and circumferential frames maintain the fuselage shape
and redistribute loads into the airframe.

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GEOMETRIC CONFIGURATION OF THE FUSELAGE

A segment of the fuselage is considered in the currentstudy. The structural components of the fuselage are
skin,bulkhead and Longerons. Geometric modeling is carried out by using SOLIDWORKS 2012 software. The
total length of the structure is 1500mm and diameter is 2200mm. It contains 4nos Z section (Bulkhead) and
40nos L section (Longerons)

Types of Fuselage Structures

The design is divided into two types.

Monocoque and
semimonocoque types.

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Monocoque structure

Monocoque construction uses formers, frame assemblies, and bulkheads to give shape to the fuselage. The
heaviest of these structural members are located at intervals to carry concentrated loads and at points where
fittings are used to attach other units such as wings, power plants, and stabilizers.

Since no other bracing members are present, the skin must carry the primary stresses and keep the fuselage
rigid. Thus, the biggest problem involved in monocoque construction is maintaining enough strength while
keeping the weight within allowable limits.

Monocoque Structure

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Semimonocoque structure

The dominant type of fuselage structure is semimonocoque construction. These structures provide better
strength-to-weight ratios for the central portion of the body of an airplane than monocoque construction.

A semimonocoque fuselage consists of a thin shell stiffened in the longitudinal direction with stringers and
longerons and supported in the radial direction using transverse frames or rings. The strength of a
semimonocoque fuselage depends mainly on the longitudinal stringers (longerons), frames and pressure
bulkhead.

Bulkhead
Skin

Stringers

Frames
Figure . Semimonocoque Fuselage Structure

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Loads on Fuselage

The skin carries the cabin pressure (tension) and shear loads, the longitudinal stringers carry the longitudinal
tension and compression loads, and circumferential frames maintain the fuselage shape and redistribute loads
into the airframe.

The primary loads on the fuselage are concentrated around the wing-box, wing connections, landing gear and
payload. During flight the upward loading of wings coupled with the tail plane loads usually generates a
bending stress along the fuselage.

The lower part of the fuselage experiences a compressive stress whereas the upper fuselage is subject to
tension. Shear loads are generated along the sides of the fuselage and torsion loads when the aircraft rolls and
turns. Pressurization of the cabin for high-attitude flying exerts an internal tensile stress on the fuselage.

Applications of fuselage

• Fuselage, central portion of the body of an airplane, designed to accommodate the crew, passengers,
and cargo. It varies greatly in design and size according to the function of the aircraft.

• In a jet fighter the fuselage consists of a cockpit large enough only for the controls and pilot, but in a jet
airliner it includes a much larger cockpit as well as a cabin that has separate decks for passengers and
cargo.

• The predominant types of fuselage structures are the monocoque (i.e., kind of construction in which the
outer skin bears a major part or all of the stresses) and semimonocoque. These structures provide better
strength-to-weight ratios for the fuselage covering than the truss-type construction used in earlier
planes.

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Advantages of fuselage

• Low moment of inertia in roll.

• Lower overall surface area, thus lower friction drag, when compared to podded engines.
• Pre compression of the forward fuselage can be used to increase supersonic thrust.

• low drag, which enables high speeds.

Disadvantages of fuselage

• difficult installation (so more time spent on maintenance).

• lots of noise.
• no flexibility in engine installation.
• lots of space taken up by the engines and ducting.
• constraints on the center of gravity (heavy engine in the back, lots of empty ducting in front of the
engine).

Assumptions

• The method is designed for commercial transport aircraft.

• The aircraft has 2 or 4 engines attached to the wing.

• The main landing gear is attached to the wing.

• The wing loads are transferred into fuselage through the wing spars.

• The airframe equipment and services weight is modeled to be distributed across the fuselage length as
are the fuselage structural weight and the payload.

• The tail weight, the tail lift force, the nose landing gear weight and the front and rear bulkhead weights
are modeled as concentrated forces.

• When on the ground the normal force due to the nose gear is also modeled as a concentrated force.

• When on the ground the lift forces are zero.

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 CHAPTER 3

3 Stiffened panel

Stiffened panel is a component in aircraft that is used to fasten the stiffener and the skin. These are the
components that carry and allocate the loads throughout the surface of the fuselage or the wing. These panels
are present in both fuselage and wings. Stiffener or longeron or stringer is a thin metal strip that is used as a
supporting member in fuselage and wing. When we consider the issue i.e. resistance of the aircraft’s skin
towards the loads applied on it, due to frailty the aircraft skin is easily deformed. In order to solve this problem
we designed a stiffened panel which can endure to deflection and stress levels. By changing the stiffened panel
sections and by changing the material of the skin, the aircraft skin can withstand the deformation.

Applications of stiffened panel

• Motivation for this project was to develop an optimization tool for large composite panel design with
the application to aircraft primary structures.

• COSTADE - Composite Optimization Software for Transport Aircraft Design Evaluation.

• COSTADE combines:

• Classical Lamination Theory

• Global optimization algorithms

• Internal FEA module for load redistribution

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INTRODUCTION TO FINITE ELEMENT ANALYSIS

Finite Element Analysis (FEA) or Finite Element Method (FEM)

• The Finite Element Analysis (FEA) is a numerical method for solving problems of engineering and
mathematical physics.

• Useful for problems with complicated geometries, loadings, and material properties where analytical
solutions can not be obtained.

The Purpose of FEA

Analytical Solution

• Stress analysis for trusses, beams, and other simple structures are carried out based on dramatic
simplification and idealization:

– mass concentrated at the center of gravity

– beam simplified as a line segment (same cross-section)

• Design is based on the calculation results of the idealized structure & a large safety factor (1.5-
3) given by experience.

FEA

• Design geometry is a lot more complex; and the accuracy requirement is a lot higher. We need
– To understand the physical behaviors of a complex object (strength, heat transfer capability, fluid flow,
etc.)

– To predict the performance and behavior of the design; to calculate the safety margin; and to identify the
weakness of the design accurately; and
– To identify the optimal design with confidence

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Common FEA Applications

• Mechanical/Aerospace/Civil/Automotive Engineering

• Structural/Stress Analysis

• Static/Dynamic
• Linear/Nonlinear

• Fluid Flow

• Heat Transfer

• Electromagnetic Fields

• Soil Mechanics

• Acoustics

• Biomechanics

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FEATURE

• Obtain a set of algebraic equations to solve for unknown (first) nodal quantity
(displacement).

• Secondary quantities (stresses and strains) are expressed in terms of nodal values of
primary quantity

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 Advantages

Irregular Boundaries
General Loads
Different Materials
Boundary Conditions
Variable Element Size
Easy Modification
Dynamics
Nonlinear Problems (Geometric or Material)

Principles of FEA

• The finite element method (FEM), or finite element analysis (FEA), is a computational technique used
to obtain approximate solutions of boundary value problems in engineering.

• Boundary value problems are also called field problems. The field is the domain of interest and most
often represents a physical structure.

• The field variables are the dependent variables of interest governed by the differential equation.

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 • The boundary conditions are the specified values of the field variables (or related variables such as
derivatives) on the boundaries of the field.

A GENERAL PROCEDURE FOR FINITE ELEMENT ANALYSIS

Preprocessing
– Define the geometric domain of the problem.
– Define the element type(s) to be used .
– Define the material properties of the elements.
– Define the geometric properties of the elements (length, area, and the like).
– Define the element connectivities (mesh the model).
– Define the physical constraints (boundary conditions). Define the loadings.

• Solution

– computes the unknown values of the primary field variable(s)

– computed values are then used by back substitution to compute additional, derived variables, such as
reaction forces, element stresses, and heat flow.

• Postprocessing
– Postprocessor software contains sophisticated routines used for sorting, printing, and plotting selected
results from a finite element solution.

Softwares Used

Table Softwares and their purpose

Software Company Purpose

CATIA Dassult Systems CAD

Preprocessing &Post-
PATRAN MSC Softwares
processing
NASTRAN MSC Softwares Stress Analysis

MS WORD Microsoft. Corporation Document Preparation

MS EXCEL Microsoft. Corporation Calculations

26
 CHAPTER 4
4 METHODOLOGY

For the evaluation of the fuselage structure, an extended analysis approach is used, including aircraft
specifications, the identification of fuselage loads and evaluation of material and structural concepts. A
parametric model is programmed in Visual Basic Application with the following set up, which fulfills the
objective requirements of this thesis:

• The creation of the geometry and cross-section of the fuselage and determination of the moment of
inertia of the structure.

• The analysis of the moments and forces on the fuselage for each load cases by creating a suitable sets of
load distributions on the fuselage.

• . The calculation of the running loads and stresses and evaluation of material and fuselage
configurations.

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 • The optimization of the skin structure for metal structures.

• The extension of the evaluation and optimization process for composite materials.

• The calculation of structural weight of fuselage.

• STEPS INVOLVED IN FINITE ELEMENT ANALYSIS

The pre-processing stage involves the preparation of nodal co-ordinates & its connectivity, meshing the
model, load & boundary conditions and material information for finite element models carried in MSC
PATRAN described in the below points.

1. GEOMETRICAL MODELING:
• points
• lines
• surfaces
• solids

2. FINITE ELEMENT METHOD:

• meshing
• boundary condition
• loads
• properties
3. Solving the problem in MSC NASTRAN

4. REVIEW THE RESULTS:

• stress analysis
• deformation

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Quality Parameters used in Finite Element Analysis

Finite Element Analysis (FEA) is a method that uses the finite element method to analyze a material or object
and find how applied stresses will affect the material or design.

2D elements are represented by using C-Quadrilateral and C-Triangular elements.Here MSc Nastran and
Patran is used for analysis.

2D Element quality and model correctness is checked by performing the following verifications.

Table. 2D Element quality checks and their descriptions

Object Test Description

Boundaries Plots the free edges or faces of finite elements.

Element Duplicates Checks elements for identical corner (or end) nodes.

Normals Compare adjacent element normals.

Aspect Measures length to width ratio of quad elements.

Warp Tests quad elements for out of plane deviation.

Quad Skew Tests quad elements for angular deviation from a
rectangular shape using an edge bisector method.
Tests quad elements for geometric deviation from a
Taper
rectangular shape.

ANALYSIS PROCEDURE

The analysis procedure is based on the Ritz method in which the deflection of the structure is described by
assumed polynomial displacement functions. Axial, tangential and radial (u, v, w) deflections are defined in
terms of functions in the axial, x, and circumferential, θ, coordinates on the surface of a shell segment .

the radial deflection is defined to be normal to the x-axis rather than the conventional definition of being
normal to the shell surface. This definition of radial deflection facilitates the coupling of shell segments to
plate segments. The assumed displacement functions are substituted into the expression for total energy. This
equation is differentiated with respect to each of the displacement function coefficients to minimize the total
energy.

29
 A set of linear, simultaneous equations is produced that can be solved for the desired set of unknown
polynomial coefficients. These coefficients are used to calculate deflections, strains and stresses at a user
specified grid of points over the surface of the shell segments.

The total energy consists of the strain energy of the structure and the virtual work associated with the applied
loads and assumed displacement functions. The strain energy of the structure has contributions from the shell
segments and the frames.

Only the membrane energy of the shell is used while energies associated with both extension and bending are
included for the ring frame. The strain equations are derived from ring and shell theory.

Finite Element modeling

Now the geometric model is completed, it is time to create the finite element model; this model is based on the
geometric structure to generate the information necessary for the resolution of the problem. To do this, we have
several types of elements used in the construction of a global finite element model of an airplane. Table 2
describes these types of items. The frames are made of soles, modeled by CROD elements, and their soul is
modeled with CQUAD4 elements, their normal pointing backwards to ensure consistent results. The stiffeners
are modeled by CROD elements, the coating of CQUAD4 elements. Normal of these elements should always
point outwards from the cabin. The floor beams are made of soles and souls. The soles are then modeled by
CROD elements and soul by CQUAD4 elements with their normal pointing backward or out of the plane. The
next step would be the mesh. However, before creating the mesh, we must control the way of subdividing the
geometric elements like surfaces and curves.

For this, we use the ‘Mesh Seed’. Since our geometric model is detailed enough, we just need to do a
subdivision for all components. We can now mesh the model: mesh curves CROD elements and elements
CQUAD surfaces. We note that for the representation of portholes we remove CROD elements stiffeners#10,
11, and 12 on either side of the fuselage. We obtain the finite element model (Figure ).

30
Stress Analysis

Solving process:

• The geometrical configuration of the component is converted into finite element model as explained in
the previous section.
• An input file, which is compatible with the Nastran is generated through Patran. Output files from the
Nastran are imported into Patran for post processing.
• The results obtained from the analysis and their interpretation are described in the following sections.

Finite Element Model

Integrated meshing is done in such a way that the nodes connectivity is maintained. Fuselage skin is meshed
with 2-Dimensional elements as they are 2D structures while Frames, Longerons, Floor Beams and Struts are
meshed with 1-Dimensional elements.

Figure FE Model of Fuselage

31
1D Properties

Table. 1D Properties of Fuselage components

Sl.No. Component Cross-Section Property Length Width Height/ Thickness

type (mm) (mm) Diameter (mm)
(mm)
1 Frames P-Beam - W=20 H=60 t=1.6
t1=1.6

2 Longerons P-Beam 1190.8 W1=10 H=30 t=1.6

W2=26.5

3 Longitudinal P-Beam Whole length W=23 H1=46 t=1.6

Beam =3810.8 H2=50
(6 beams) One
Longitudinal
Beam
=635.8
4 Transverse P-Beam 1190.8 W=23 H1=46 t=1.6
Beam H2=50
(7 beams)

5 Struts P-Beam 225.4 W=15 H=60 t=1.6

32
 CHAPTER 5

5 SIMPLE CYLINDER

The main reason for the cylinder shape is to reduce the stress that comes from pressurizing an airplane. When
you add air pressure to a lightweight, hollow structure, it will try to assume a round shape. The cylindrical,
teardrop shape allows for the plane to fly through the air with the least resistance possible.

Stress analysis of simple cylinder

33
• Stress analysis will be carried out in stages starting with uniform thick hollow cylinder without
stiffening members.

• Firstly, the geometry is created for the cylinder by taking the given data of length , radius and
thickness.

• The mesh of 2 curves is created by giving the control element number of :

• Elements along and

• Elements across

• After meshing quality checks has to be verified by checking equivalence, duplicates, quad, and
normals.

• After this, one end of the cylinder port is fixed.

• As wkt, the sea level pressure is 14.7 psi

& the pressure@8000feet = 10.92psi

The Pressure @51000 feet = 1.61 psi
So,the fuselage pressure will be =10.92 – 1.61
=9.31psi
=0.00654 kg/mm^2

• This 0.00654 kg/mm^2 pressure is applied to all the element.

• The properties of the aluminium material and the thickness need to be given.

• After giving the properties the analysis will be runned in the nastran,after that result are checked in the
patran.

• The hoop stress is calculated by taking pr/t.

34
GEOMETRY:

For cylinder given,

Length = 3810mm
radius =1800mm
thickness=1mm

Fea Model:

35
Meshing

Test Worst case

Aspect Max=1.0117431
Warp Max=2.4976201E-17
Skew MIN=90
Taper MAX=0

After meshing, quality checks has to be verified,i.e:

• equivalence
• duplicates
• normals and
• quad elements

Loads and Boundary conditions:

36
One end is fixed.

Pressure is applied to all the elements

,
wkt, sea level pressure =14.7psi
pressure@8000 feet= 10.92psi
pressure@30000 feet=4 psi
fuselage pressure = 10.92-4 =6.92psi
=0.0048kg/mm^2

Material properties :

Aluminium is taken as material of ,

young’s modulus =7000kg/mm^2
poisson’s ratio = 0.33

Properties is defined as,

material= Aluminium
thickness=1.6mm

37
STRESS PLOT

Som approach:

Hoop stress=pr/t
= 0.0048*500/1
=2.4kg/mm^2

Fea approach:

38
DEFORMATION PLOT

Som approach :

deformation =strain * original length

=(7.714*10^-4 )*3810.
= 2.93mm

Fea approach:

RESULT

Som Software
Stress(kg/mm^2) 2.4 2.39
Deformation(mm) 0.35 0.349

39
 CHAPTER 6

6 CYLINDER WITH STIFFNERS

• In this cylinder the frames and stringers are used to give support to the structure.

• In this, the stiffners shows the tension forces.

• The geometry of the cylinder is created by given data.

• After the geometry for the cylinder with stiffeners finite element model is created. This model is based
on the geometric structure.

• For the mesh the skin part, first the mesh seeds need to be created by giving the element length and
number of element values for proper mesh and after this, the mesh of two curves are created.

• The mesh of the curve is created for the frames and stringers also.

GEOMETRY:

Properties for each group is defined,

Skin:

Material=Aluminium
Thickness=1.6mm

For cylinder with stiffners ,

Length = 3810.8 mm^2

outer radius =1800mm
inner radius =1798.4mm

40
FEM MODEL

SKIN

FRAMES

• For the frames, c-section is created of dimensions are:

Material=Aluminium

C-section dimensions:

W=20mm; H=60mm
t= 1.6mm; t1 =1.6mm

41
FEM MODEL

LONGERONS

For the longerons/stringers, the s-section is created of dimensions are:

Material= aluminium

S-section dimensions:

H=30mm; w1 =10mm
W2 =26.5mm; t =1.6mm

42
FEM MODEL

Meshing

Test Worst case

Aspect Max=1.4054594
Warp Max=2.636676E-07
Skew MAX=89.99809
Taper MAX=1.4606468E-06

After meshing, quality checks has to be verified,i.e:

• equivalence
• duplicates
• normals and
• quad elements

43
Loads and Boundary conditions:

As shown in above fig ,One end is fixed.

Pressure is applied to all the elements ,

wkt, sea level pressure =14.7psi
pressure@8000 feet= 10.92psi
pressure@30000 feet=4 psi
fuselage pressure = 10.92-4 =6.92psi
=0.0048kg/mm^2

Material properties

Aluminium is taken as material of,

44
 Young’s modulus=7000kg/mm^2
Poisson’s ratio=0.33

STRESS PLOT
Som approach:

Hoop stress= pr/t

=0.0048*1800/1.6
= 5.4kg/mm^2
Where ,
p=pressure
r= radius
t=thicknes

Fea approach :

45
DEFORMATION PLOT

Som approach :

deformation =strain * original length

=(7.714*10^-4 )*3810
= 2.93mm

FEA approach:

RESULT
Som Software
Stress(kg/mm^2) 5.4 5.38
Deformation(mm^2) 2.34 2.34

46
 CHAPTER 7

7 STIFFEN PANEL

LOCAL ANALYSIS OF THE STIFFENED PANEL

From the global model finite element analysis maximum stress region is found out, based on the maximum
stress location local analysis is carried out for more accurate result. The fuselage panel used for local analysis
composed of skin panel with dimensions of 2000 mm in the longitudinal direction and 800 mm in tran sverse
direction. The thickness of the stiffened panel skin is 1.6 mm. The stiffened panel has 2 bulk heads and 8
stringers of Z-section which are attached to the skin by row of rivets, 5 mm diameter placed at a pitch of 25
mm as shown in figure 6.

The fuselage stiffened panel components are meshed by four node and three node shell element with aspect
ratio maximum up to 5. The bulkheads and stringers are meshed using 4 node shell elements. Fine meshing is
ca rried out at the cutout portion and rivet holes on the cut-out of skin to get more accurate results.

GEOMETRY:

For cylinder with stiffners ,

Length = 1800mm
height = 2100mm
thickness = 1.6mm

47
Properties for each group is defined,

SKIN

Material=Aluminium
Thickness=1.6mm

FEM MODEL

FRAMES

Material=Aluminium
C-section dimensions
W=20mm; H=60mm
t= 1.6mm; t1 =1.6mm

48
FEM MODEL

LONGERONS

Material= aluminium
S-section dimensions
H=30mm; w1 =10mm
W2 =26.5mm; t =1.6mm

49
FEM MODEL

Meshing

Test Worst case

Aspect Max=3.0000048
Warp Max=0
Skew Min=89.999863
Taper Max=8.1380273E-07

50
Loads and Boundary conditions:

Linear static analysis is done on the local to find out the maximum stress in local model. The radial hoop
stresses developed in the panel due to cabin pressure is equal to the tensile stress of the panel. This tensile
stress is uniformly distributed over the cross section of the panel. Transverse axial load is uniformly distributed
over the edge of the stiffened panel. This uniformly distributed load is applied on the edges of skin and stringe
rs in axial direction. The other end of the panel is constrained at the edge nodes of the panel in all six degree of
freedom (three translations and three rotations) as shown in figure .

51
One end is fixed.

Apply total load to the one edge side of,

P=15552kg

Apply force on top nodes of,

F=836.352kg

Material properties,

Aluminium is taken as material of,

Young’s modulus=7000kg/mm^2
Poisson’s ratio=0.33

52
STRESS CONTOUR OF LOCAL PANEL

On local model analysis the maximum stress is located on the rivet hole which is used to fasten the window
frame on the skin. The magnitude of maximum stress found at the rivet location is 18.2 kg/mm2 as shown in
figure 10. The maximum stress regions are the probable locations of fatigue crack initiation. Longitudinal
cracks in the direction of load applied are generally initiated from rivet holes.

Fig. maximum stress region

53
STRESS PLOT

Som approach:

Hoop stress= pr/t

=0.0048*1800/1.6
= 5.4kg/mm^2

Where ,
p=pressure
r= radius
t=thicknes

FEA approach :

54
DEFORMATION PLOT

Som approach :

deformation =strain * original length

=(7.714*10^-4 )*3810
= 2.93mm

FEA approach:

Result
Som Software
Stress(kg/mm^2) 5.4 5.41
Deformation(mm) 1.6 1.61

55
 CHAPTER 8

8 Stiffened panel with cutout

In aircraft structure, Cutouts are inevitable in structures due to practical consideration. Cutouts are commonly
found as access ports for mechanical and electrical systems. Cutouts are also needed to provide access for
hydraulic lines.

For damage inspection. In addition, the designers often need to incorporate cutouts or openings in a structure to
serve as doors and windows. Those structural panels with cutout are subjected to various kinds of loads and
could fail if overloaded. Therefore, the stress variations and failure characteristics etc of those structural panels
with cutouts must be fully understood to obtain knowledge for structural design.

Geometry

For stiffened panel with stiffners,

Length=1800mm
Height=2100mm

For elliptical cutout,

Diameter=450mm
Radius=275mm

56
Frames

• For the frames, c-section is created of dimensions are:

Material=Aluminium

C-section dimensions:

W=20mm; H=60mm
t= 0.37mm; t1 =0.37mm

FEA MODEL

57
LONGERONS

For the longerons/stringers, the s-section is created of dimensions are:

Material= aluminium

S-section dimensions:

H=30mm; w1 =10mm
W2 =26.5mm; t =0.37mm

FEM MODEL

58
FEA MODEL OF STIFFENED PANEL WITH CUTOUT

Meshing

Test Worst case

Aspect Max=1.3333496
Warp Max=0
Skew Min=89.99725
Taper Max=1.6276068E-06

59
Load and boundary condition

The cabin pressurization is considered as one of the critical load cases for the fuselage in the design of the
airframe. Due to pressurization in the fuselage will experience the hoop stress and longitudinal stresses. The
window cutouts in the fuselage are in the circumferential direction. Therefore the hoop stress is more critical
than the longitudinal stress in the case of the stiffened panel with window cutout. The internal pressurization
will be in the radial direction, but the hoop stresses developed will be in the circuferential direction. The
segment of the fuselage which curved in practical is idealized as a flat panel in the current study.
The load acting on the edge of the panel will be equal to the load due to hoop stress at that section. Essentially
the load acting on the panel will be tension-tension loading. For the finite element analysis of the stiffened
panel one edge of the panel is constrained with all degrees of freedom. The load is introduced at the opposite
edge to that of the constrained edge. The tension load applied on the edge of the stiffened panel is calculated as
below.

One end is fixed.

Apply total load to the one edge side of,

P=15552kg

Apply force on top nodes of,

F=836.352kg

60
Material properties
Aluminium is taken as material of,
Young’s modulus=7000kg/mm^2
Poisson’s ratio=0.33

STRESS PLOT

Som approach:

Hoop stress= pr/t

=0.0048*1800/1.6
= 5.4kg/mm^2
Where ,
p=pressure
r= radius
t=thicknes

Fea approach :

61
DEFORMATION PLOT

Som approach :

deformation =strain * original length

=(7.714*10^-4 )*3810
= 2.93mm

FEA approach:

Result

Som Software
Stress(kg/mm^2) 5.4 5.41
Deformation(mm) 1.6 1.61

62
Advantages of Finite Element analysis:

1.Complex geometry can be analyzed very easily using the finite element method
2.Complex analysis such as vibrations, non linear, heat transfer and fluid Analysis can easily be conducted.
3.Complex boundary conditions can easily be represented.
4.By using the finite element method it is easy to analyse non homogeneous structures.

Disadvantages of Finite Element analysis:

1.Computers can only carry a limited amount of significant digits. Due to this round off errors and error
accumulation are common. The method is very sensitive to the choice of finite elements.
2.It is only an appropriate technique to model a large technique with series of interconnected smaller ones.
3.Extensive data input required
4.Each element represents a strain value, which may or may not match really

Applications of Finite Element analysis:

1.Static Analysis: deflections, stress, strains, forcesand energies.

2.Dynamic Analysis: frequencies, deflections, stress,strain, forces and energies.
3.Heat Transfer Analysis: Temperature, heat fluxes, thermal gradients and heat flow from convection.
4.Fluid Analysis: Pressure, gas temperature,convection coefficients and velocities

63
 CHAPTER 9

9 CONCLUSION

The primary goal of this research work to identify the action initiatives that make up and the implementation of
existing fuselage design and the initiation of overall fuselage design and procedures. The aim of this project is
to design an advanced for future fuselage design. Whereas in this static analysis, we can take output where ever
we needed. If the proposal gets admitted surely this method will be more reliable for fuselage design as well as
aircraft structural design. In the occasion of this work reported to future fuselage developments. Using different
objective functions it was shown that the design of a fuselage section is sensitive to requirements from
different disciplines. Optimization of fuselage structure, with the aim to be finds the optimum number of static
parameters.

64
REFERANCES:

1.Air frame Structural design by Michael Chun-Yung Niu. Published by Conmilit Press Ltd.
2.Air frame stress analysis by Michael Chun-Yung Niu. Published by Conmilit Press Ltd.
3.Aircraft Structures for engineering students Fourth Edition by T.H.G. Megson. Publisher Butterworth-
Heinemann is an imprint of Elsevier.
4.Business and commercial Aviation, analysis Dassault Falcon 2000LX published by Aviation week in July
2011.
5.Analysis and Design of Flight Vehicle Structures by Bruhn.
6.http://www.centennialofflight.gov/essay/Dictionary/ Wing_Construction/DI107.htm
7.Lanzi, L., Optimisation of composite stiffened panels under post buckling constraints, PhD thesis,
Politecnico di Milano,2004.
8.http://www.homebuiltairplanes.com/forums/aircraftdesign- aerodynamics-new-technology/9643-
fuselagestress-analysis.html
9.http://en.wikipedia.org/wiki/Aircraft_design_process
10.http://en.wikipedia.org/wiki/Longeron
11.https://www.google.co.in/search?q=list+of+books+designing+and+analysis+of+fuselage
12.http://www.esdu.com/cgibin/ps.pl?sess=unlicensed_1140410123318tkh&t=doc&p=bruhnch-a14
13.http://www.dept.aoe.vt.edu/~mason/Mason_f/MRsoft.html
14.http://www.academia.edu/4229218/04_FUSELAGE_DESIGN

65