Cấu trúc máy bay

Giảng viên thỉnh giảng: Trần Ngọc Linh

Email: ngoclinhtran@gmail.com
Chương 3: Cấu trúc cánh cánh bay
3.4 Cấu trúc cánh ngoài
3.4.1 Các tải tác dụng lên cánh ngoài
3.4.2 Tổng quan
3.4.3 Spars
3.4.4 Ribs
3.4.5 Skin and stringers
3.4.6 Dry bay / Collector cell
3.4.7 Drip fence
3.4.8 Engine Pylon Attachments
3.4.1 Các tải tác dụng lên cánh ngoài
 3.4.1 Các tải tác dụng lên cánh ngoài

• Load Cases Summary

• Zone 1: gust or maneuver,

• Zone 2: movable surfaces loads,
• Zone 3: engine loads,
• Zone 4: main landing gear loads,
• Zone 5: crash case.
3.4.1 Các tải tác dụng lên cánh ngoài
Wing Bending - Zone 1
 3.4.1 Các tải tác dụng lên cánh ngoài
Wing Bending - Zone 1
The loading of the wing box is of bending type. It is
induced by aerodynamic lift loads (Fa) and weight
loads (M) which are opposite:
Mf = FA x D1 - M x D2
T = FA - M
This bending gives:
- compression and tension loads in upper and
lower panels respectively,
- shear loads in front and rear spars.
3.4.1 Các tải tác dụng lên cánh ngoài
Movable Surface Loads - Zone 2
3.4.1 Các tải tác dụng lên cánh ngoài
Movable Surface Loads - Zone 2
 3.4.1 Các tải tác dụng lên cánh ngoài
Movable Surface Loads - Zone 2

The aerodynamic loads on the movable surfaces

(Flaps: FV, Airbrakes/spoilers: FS, Ailerons:
FA) are directly transmitted to the wing box and
govern its local sizing.
3.4.1 Các tải tác dụng lên cánh ngoài
Ground Loads - MLG Attachment Area (Zone 4)
 3.4.1 Các tải tác dụng lên cánh ngoài
Ground Loads - MLG Attachment Area (Zone 4)

The loads Fx, Fy and Fz applied on the main landing gear at

ground level induce very high local loads in the wing box,
due to the intensity of initial loads and the great distance
between ground and MLG attachment:

• Z = Fz
• Y = Fy
• X = Fx
• Mz = Fy x d2
• My = Fz x d2 + Fx x d1
3.4.1 Các tải tác dụng lên cánh ngoài
Engine Loads - Pylons Attachment Area - Zone 3
 3.4.1 Các tải tác dụng lên cánh ngoài
Engine Loads - Pylons Attachment Area - Zone 3

The transfer of these loads into the wing box

requires a local reinforcement due to the off-
centerings (d and D) of the forward attach fitting
and spigot.

• S: pylon loads applied on the spigot.

• F: pylon loads applied on the forward attachment.
• R: pylon loads applied on the rear attachment.
3.4 Cấu trúc cánh ngoài
3.4.2 Spar
 3.4.2 Spar
• Spars - General

The outer wing contains three spars:

- a front spar (single piece),
- a rear spar (three piece),
- a rear false spar (aft of the rear spar).

All spars are made from aluminum alloy (7010)

using rolled stretched plates.
 3.4.2 Spar
Spar Design

A fully integrally machined spar gives a significant

weight saving compared to the built-up spar.
The fatigue performance of the integrally
machined spar is far better than that of the built-up
spar, especially on the spar webs.
The flange to web bolting, ensuring the shear
connection on the built-up spar, is often fatigue
critical
3.4.2 Spar
Spar Design
 3.4.2 Spar
Front spar

The front spar is machined in a single piece and

contains rib posts, stiffeners, panels, crack-stoppers, cutouts
for slat tracks, reinforcement etc. The integral crack-stopper
extends out to rib 24 and is continuous except for a portion in
the region of the pylon (ribs 6B to 8) where it is replaced by a
bolt-on titanium alloy strap. The crack-stopper is located at
approximately one third of the panel height from the bottom
flange. The innermost portion of the front spar contains a cut-
out which is used for wing join-up by a permanently bolted on
‘build door ’which forms part of the shear web.
3.4.2 Spar
Front spar
3.4.2 Spar
Front spar
3.4.2 Spar
Front spar
3.4.2 Spar
Front spar
 3.4.2 Spar
Slat track cans

Track cans 11 and 12 are made from pressed

aluminum alloy and aluminum alloy plate welded
together. The remaining cans are made from an aluminum
alloy tube and aluminum alloy plate welded together. The
track cans are held in position by:
- the brackets and the cleats attached to the top
skin,
- the flanges attached to the front spar.
Drain pieces are attached to the track cans and let
liquid come out through the bottom skin.
3.4.2 Spar
Slat track cans
 3.4.2 Spar
Rear spar

The rear spar is manufactured in three pieces:

- Inner rear spar (from rib 1 to 6),
- Mid rear spar (from rib 6 to 22),
- Outer rear spar (from rib 22 to 27).
The rear spars contains an integral crack stopper out of
the rib bay 24-25, which is again located at approximately one
third of the panel height from the bottom flange.
Between ribs 4 and 6 the integral crack-stopper is
reinforced by a bolt-on titanium alloy strap.
3.4.2 Spar
Rear spar
3.4.2 Spar
Rear spar
3.4.2 Spar
Rear spar
 3.4.2 Spar
Rear spar
Rear spar joints at rib 6 and 22.
 3.4.2 Spar
Rear spar

On the inner rear spar, the bottom flange is

reinforced by additional angles bolted to the
back of the spar high shear area due to the load
input from the main landing gear.
At approximately rib 4, the inner spar web
is recessed to accommodate the pintle fittings
which houses the bearing supporting the forward
attachment point of the main landing gear.
3.4.2 Spar
Rear spar
 3.4.2 Spar
Jacking points

A jacking point is provided on the lower surface

of the wing at the intersection of the rear spar
and rib 9.
3.4.2 Spar
Jacking points
 3.4.2 Spar
Rear false spar / Main landing gear support structure

A false rear spar connects the aft end of the gear rib
to the wing box between ribs 8 and 9. This spar, together
with the skins, the gear rib and internal riblets forms a
torque box.
The sidestay is attached, via a spherical bearing and
steel cardan pin, to the sidestay fitting on the rear spar at
rib 9.
Retraction jack loads (jack predominantly in
compression during retraction) are taken via bearing to the
jack fitting lying along the rear spar between ribs 2 and 3.
 3.4.2 Spar
Rear false spar / Main landing gear support structure
 3.4.3 Rib
Ribs

The twenty-six ribs are positioned to give a near optimum

spacing for supporting the top and bottom skins achieving the best
position for those ribs carrying the loads from the main landing gear,
engine pylon, flap tracks.
All ribs are integrally machined using rolled stretched plate of
aluminium alloy 7010.
In the inner wing, rib 1 to 8 contain cut-outs used for inter-bay
access.
Ribs 15 (only for A321 and A320), 22 and 27 are fuel
bulkheads whilst rib 2 is partially sealed to keep the fuel pumps
submerged.
All ribs are attached to the skins by interference fit bolts.
3.4.3 Rib
3.4.3 Rib
3.4.3 Rib
Flap track ribs
 3.4.3 Rib
MLG Attachment - Gear Rib

The gear rib is a good structural design because

it is light and simple and has a good fatigue
performance.
Other designs have a heavy and complex cross
beam hinged on the fuselage frames.
 3.4.3 Rib
MLG Attachment - Gear Rib
 3.4.3 Rib
Rib to Skin Attachment

Skin stringer and rib attachment via bolts is a

good fatigue and corrosion protective design.
This is because there is no need for additional
attachment holes through the skin between the
stringers as for other designs.
 3.4.3 Rib
Rib to Skin Attachment
 3.4.3 Skin and stringer
Top skin panels

The top skin is made from zinc bearing aluminium alloy (type 7150)
material. The high proof strength of this type of material makes it ideal for a
surface predominantly in compression. Due account is taken of the reserve
bending loads to ensure that there are no fatigue problems.
The skin consists of mainly “ J “ section stringers attached to a two
panel skin. Stringers 13 and 14 are “ Z “ section and are capped between rib 2
and 22 to form a duct leading into the surge tank. Outboard of rib 22 the “ J “
section stringers blend into “ Z “ sections.
Skin panels and stringers are fully machined to produce minimum
weight components with optimum grading of skin thickness and stringer area
to ensure satisfactory stability of the upper surface.
3.4.3 Skin and stringer
Top skin panels
 3.4.3 Skin and stringer
Top skin panels
The skin panels are locally increased in
thickness at pylon, flap track and aileron
attachments and there is also an internal doubler
plate at the forward pylon attachments and fail safe
chordwise straps at ribs 7 and 8.
Stringers are attached to the skin using rivets
except at joints and rib stations where interference
fit bolts are used.
A standard emergency fuel filler hole, suitably
reinforced, is provided between ribs 19 and 20.
3.4.3 Skin and stringer
Top skin panels
 3.4.3 Skin and stringer
Bottom Skin panels

The bottom skin, which is predominantly in tension, is made from copper

bearing aluminum alloy (type 2024) material and consists of fifteen “ I “ section
stringers attached to a three panel skin. The skin panels are joined at stringer 8 and 11
by two spanwise butt straps extending to approximately rib 21.
The cover is designed to meet the demanding fatigue requirements and fully
exploits the excellent fatigue resistance and slow crack propagation rates of the 2024
alloy.
The skins are extensively machined on the inner surface to produce minimum
weight components. They are shot peen formed after machining. The center skin panel
contains the main access holes.
The stringers are made from extrusions and fully machined to provide
optimum sections. The stringers are joint-free and are attached to the skin using
interference fit bolts.
In the pylon and undercarriage regions the skin is reinforced by doubler
plates bolted to its external surface.
3.4.3 Skin and stringer
Bottom Skin panels
3.4.3 Skin and stringer
Bottom Skin panels
3.4.3 Skin and stringer
Bottom Skin panels
 3.4.3 Skin and stringer
Wing access panels

One integral fuel tank is formed in each wing between rib 1 and rib
22.
All bolting in the primary structure is of the interference fit type with
the exception of the rib to spar bolts and those for the attachment of access
doors. The interference fit type bolts are used to improve structural fatigue life
and ensure adequate sealing of the fuel tanks.
Interchangeable manhole access panels in the lower wing skin
provide access to the internal structure during build and in-service
maintenance.
The manhole access panels are of load carrying and non-load carrying
types.
The non-load carrying panels are used between ribs 1 and 13 and load
carrying panels outboard of this rib.
All panels are sealed by replaceable seals.
3.4.3 Skin and stringer
Wing access panels
3.4.3 Skin and stringer
Wing access panels
 3.4.6 Dry bay / Collector cell

A dry bay is built into the front of the fuel

tank between ribs 5 and 6 to protect against
turbine disc failure.
The closed area between rib 1 and rib 2
forms a collector cell for the main fuel pumps.
3.4.6 Dry bay / Collector cell
 3.4.7 Drip fence

A drip fence is installed on the bottom skin

at rib 22, inboard of the NACA intake access
panel.
The drip fence is an aluminium alloy angle
which prevents fuel (out of NACA intake) from
flowing down the wing surface to the pylon area.
The angle stops the flow of fuel and causes it to
drop to the ground.
3.4.7 Drip fence
 3.4.8 Engine Pylon Attachments

The engine pylon is attached to the main wing box using four main
components.

- Two forward brackets

- Thrust spigot
- Rear mounting bracket

The forward brackets are cantilevered off the forward face of the
front spar and support the links attached to the forward lugs on the pylon. Each
bracket consists of a pair of back to back components bolted together,
providing a fail safe capability. The brackets take vertical loads only.

The spigot is attached to the bottom flanges of the forward brackets

and picks up with the top deck of the pylon. It takes thrust and side loads.
There is a fail safe pin down the center of the spigot.
3.4.8 Engine Pylon Attachments
 3.4.8 Engine Pylon Attachments

The rear pylon mounting is a simple point

attachment to a spherical bearing which picks up
with the rear top deck of the pylon.
Attachment to the wing is via an inter-
costal between ribs 7 and 8.
3.4.8 Engine Pylon Attachments