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Procedia Engineering 192 (2017) 330 – 335

TRANSCOM 2017: International scientific conference on sustainable, modern and safe transport

Modification in structural design of L-13 "Blanik" aircraft's wing to

obtain airworthiness
Šimon Holodaa, Pavol Pechoa,*, Michal Janoveca, Martin Bugaja
a
University of Zilina, Faculty PEDAS, Univerzitná 1, 010 26 Žilina, Slovakia

Abstract

The article deals with structural analysis and the design of the current technical condition of the aircraft L-13 "Blanik". Based on
fatal incident and it´s further investigation revealed, that one of the reason may have been caused by material fatigue. Therefore
majority of this type of aircraft have lost airworthiness. Currently most aero-clubs and aviation schools, mainly in the European
Union, North America and Australia, stopped using this type of aircraft. Modification of wing spar gives the opportunity to
regain airworthiness. High financial costs of rebuilding the structure, which currently could perform only authorized
organizations, are for many aero-clubs and aviation schools unreachable. The aim of this work is to consider safety risks and
required flight characteristics in the construction design using a (3D) models and changes in building wings, changes in materials
or changes in production technology followed by simulation and mathematical analysis in the time of operation. If acceptable
results, we would like to implement them in practice and help to maintain airworthiness for the glider L-13 "Blanik" and integrate
it back to common air traffic.
©©2017
2017TheTheAuthors.
Authors. Published
Published by Elsevier
by Elsevier Ltd. is an open access article under the CC BY-NC-ND license
Ltd. This
Peer-review under responsibility of the scientific committee of TRANSCOM 2017: International scientific conference on
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
sustainable,under
Peer-review modern and safe transport.
responsibility of the scientific committee of TRANSCOM 2017: International scientific conference on sustainable,
modern and safe transport
Keywords: Airworthiness ; L-13 Blanik ; Wing modification

1. Introduction

Research and development of glider L-13 Blanik started in 1954 at the National center for research, development
and testing in aerospace in Prague - Letňany. The first prototype was tested in March 1956. Production of gliders

* Corresponding author. Tel.: +421 41 513 3560

E-mail address: pavol.pecho@fpedas.uniza.sk

1877-7058 © 2017 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of the scientific committee of TRANSCOM 2017: International scientific conference on sustainable, modern and safe transport
doi:10.1016/j.proeng.2017.06.057
 Šimon Holoda et al. / Procedia Engineering 192 (2017) 330 – 335 331

Fig. 1. L-13: Blanik OM-6810 [Source: Author]

was ended in 1978 with a total amount of 2,616 produced aircrafts. In the following years there were made
smaller series of upgraded version of L-13A. This upgraded version later became base for further adjustments and
new type L-23 Super Blanik. Overall (including updated versions) were produced more than 3000 pieces of this very
successful glider.[1][2]

2. Current status

On July 12th 2010 in Austria during an acrobatic training a glider had a crash. Both crew members inside of
glider died. The EASA (European Aviation Safety Agency) has banned all further flights of gliders L-13 Blanik.
The investigation revealed the cause of the fall of the Austrian Blanik. When pilots were performing acrobatic
flight, total destruction of the lower hinge wing of glider occurred. It caused glider wings broke up and separate
from the fuselage. Investigation found out 8 areas where identified fatigue cracks occurred. Cracks arised in the field
among holes for rivets that connect the aluminium flange with flange suspension. Wings are attached to the fuselage
glider by a hinges. The fracture occurred in the main wing spar.

Fig. 2. Detail of wing hinge construction [3]

Fig. 3. View on wing hinge and construction of wing [4]

332 Šimon Holoda et al. / Procedia Engineering 192 (2017) 330 – 335

3. Options for elimination fault state

The issue of modifying the structure of glider L-13 Blanik is being solved by several companies aimed on
maintenance and repair services. The original design of the lower flange has been added with the various assemblies
and these improvements were in practice numerically and experimentally tested.
One of the ways how to modify the design of wings is provided by Czech company Blanik aircrafts. This is a
certified method that is applied in practice. Stress Analysis of wing mounting structures was made by using the same
method for both the original and modified wing structure. The results showed a shift of the critical point from wing
root away about 100 mm against the original critical points. The stress drop in this FEA case analysis indicated a
decrease in the values of at least 60 %. Details and strengths of analysis are the property of Blanik aircrafts and
cannot be published.
Main structural adjustments made by this company (Fig 4):

x Installation a new stronger and longer hinge,

x Connection of the hinge structure by HI-LOK elements, of which an diameter is 6.36 mm, the original size of the
holes for the rivets were Ø 6 mm, and extending the HI-LOK elements from the original 23 pieces to 33 pieces,
x Installation of a new stronger and longer hinge,
x Additional shim on the outer contour of the wings

Upper mentioned technical changes allow the transfer of up to 1.95 times higher than operation performance.[4]

Fig. 4. View on technical changes of wing hinge with HI-LOKS [4]

3.1. Alternative methods of modification of the hinge wing

Joint without rivets

One option to avoid cracking due to cyclical stress is to remove holes off the joint. Our theoretical design deals
with the fact that the amount of force of static friction Fs reaches a maximum value Fs max. given by the equation:

‫ ݔܽ݉ݏܨ‬ൌ Ɋ‫ ݏ‬ൈ ‫݊ܨ‬ (1)

In respect of μs reflect coefficient (factor) of static and sliding friction Fn is the size of axial compressive force
that is the hinge and a spar pressed together. The amount of force Fs max in this case does not mean the maximum
force applied to the hinge wings at maximum working load, but may represent a kind of maximum safety margin.
 Šimon Holoda et al. / Procedia Engineering 192 (2017) 330 – 335 333

According to the graph (Fig. 5), it is obvious that if the hinge elements relative are moved to each movement
made, it would be also a dynamic (kinetic) friction, and according to the equation:

‫ ݔܽ݉݀ܨ‬ൌ Ɋ݀ ൈ ‫݊ܨ‬ (2)

The amount of force Fd in this case corresponds to the maximum force applied to the hinge elements at maximum
operational limits. The size of the coefficient of dynamic friction μd is optional and reachable in an appropriate way
machining of contact surfaces of the structure.[5]

Fig. 5. Graph of friction force Fs and Fd and force of source [5]

According Amontonov's - Coulomb's law [5] the size of the frictional force in the sliding friction is independent
of the size of the contact area and is only proportional to the size of normal force Fn, which in our case necessitating
dimensioning of hinge only for the purpose in transmission tension in materials without creating space for
connecting holes for rivets or HI-LOKs. A model example (Fig. 6) showed that model created in software CATIA
V5, which is located hinge system on, flange and scabs with a roughened surface. This structure would be necessary
compression against each other by the force F that would be generated by two external flanges. The necessary
contact force and roughness value would be deduced from the maximum force charged on the hinge on the wings. In
this way, we would completely eliminate the problems associated with riveted joints. The disadvantage of this type
of joint is the form of add-on flanges and space demands inside of the wing structure. The advantage and
disadvantage at the same time is possible move of plates because of overrun of the maximum working load. The
disadvantage consists in change of geometry of the structure, deterioration of the flying qualities and inability to
further flights and need of repair process. The advantage of this modification is safety. We expect that when the
joint´s limit is transgressed, each other move of the hinge and flange does not allow a complete deformation of the
joint and with the addition of detection and warning devices on the instrument panel allows the crew to carry out a
safe landing.

Fig. 6. Design of connection between hinge and flange without rivets or HI-LOCKS

3.2. Changing the angle of hole axis for HI-LOKS

Another proposal for the modification of the hinge wing spar is a change of the angle riveted respectively HI -
LOK connections. The current proposal calculates the original deployment of the construction wing spar root with
the addition of internal and external pads for contact surfaces of rivets or HI-LOKS with an angle α of 60 ° (Fig.7)
(left).
334 Šimon Holoda et al. / Procedia Engineering 192 (2017) 330 – 335

Fig. 7. View on positioning holes and axis in modification with change angle of axis [6]

Angle ϕ, between major axis of elliptical intersection of hole in plane of plate and direction of applied uniaxial
range 0-90º [6] This method is less space-demanding and is numerically and experimentally verified. The study
from the Conference ICCOMIM in 2012 published the conclusions we believe are applicable just in case design
modifications hinge wing spar. Example FEA analysis shows the results of tension distribution under tensional load
in the planar, plate, clamped on one side and loaded by pulling on other side (Fig. 7) (right) and shows tension
distribution in areas around holes for the cases of the holes with an angle α of 0 °, 30 ° and 60 ° (Fig 8).

Fig. 8. Tension distribution in material, 0°, 30°,60° [6]

Distribution of the field tension, as mentioned above, the tension more concentrated in axis y, that is the width of
the test plate subjected to uniaxial tension. Initiation of crack takes place at surface firstly, later it will propagate
along width & thickness of the plate finally failure of the structures. This analysis of tensional load was
experimentally verified in practice on three samples of low carbon steel with a different angle of inclination of the
axis holes. The results show that the maximum level of tension is increased with an increase of the hole angle. These
values mean for us evidence that the proposal modifications should provide benefits in practice. In practical use, it is
then necessary to assess the resistance HI-LOK to transfer shear loads and material strength of the hinge flange and
on bruises and cross-sectional area of the hinge.

Table 1 Values and results from experiments with changing of angle of hole axis [6]

Hole Size Oblique Angle Uniaxial Tensile Load Max. Stress Min. Stress Stress con. Factor
D (mm) A (deg.) P (KN) Σ max. N/mm 2
Σ min. N/mm 2
(Kt)
5 0 160,3 438,25 152,62 2,87
5 30 158,2 369,5 128,06 3,08
5 60 162,5 378,06 113,41 3,31
 Šimon Holoda et al. / Procedia Engineering 192 (2017) 330 – 335 335

The model of our proposal (Fig. 9) is based on the experimental results [6] from the table. View on partial cut of
our design in CATIA V5 and arrangement of the connection flange with hinge and wing spar is supplemented with
external and internal pads that form bearing surfaces of the HI-LOKS and partly pursued for function to tensional
load transfer. In our view, the tension in terms of the orientation of the joint HO-LOKS such that, the distal end from
fuselage of HI-LOK should be placed on the bottom of the structure like on figure. The final arrangement of HI-
LOKS wing spar will be the subject of our further research and experiments.

Fig. 9. HI-LOK position design - 60° axis angle

3.3. Others designs and ideas

Among other possible modifications that we have not included in this article are the subject of our future research
and work. These services include the study of the distribution of tension with different positions of holes in the
construction and the influence of their shape and the method of drilling the material. Currently we own original
wings designated for research and experiments and our plans for the future are to verify experimentally designs
modifications in practice.

4. Conclusion

This article had a task to clarify the causes of glider "Blanik” L-13 accident to readers, provide the insights into
modifying methods and focuses to current possibilities for modifications, which allow safe operation of these
gliders. Our aim was to bring new perspectives in field of structures wing spar, which would be beneficial in dealing
with security issues and production technology. Mentioned methods have theoretical level but provide sufficient
basis for real execution in practice, and if the results will bring positive conclusions, ideas should be integrated into
production. Besides upgrading the original version in uses of glider L-13, we see the potential of those methods in
development and design for upgraded version of the glider L-23 "New Generation".

References

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