In Billions of $

Zones Single-Aisle Twin Aisle 747 & Larger

and Regional
Jet
Africa 17.1 15.7 1.4

Asia-Pacific 218.5 420.4 131.3

Europe 266.1 217 44.3

Middle-East 21.5 69.5 24

Latin America 68.8 28.7 -

North America 334.6 218.3 37.2

Cutaway key of SKYHAWK Aircraft
In general, the engineering department of
an aircraft company consists of six distinct
sections:

1) Preliminary Design Section

2) Technical Analysis Section
3) Component Design Section
4) Laboratory Tests Section
5) Flight Tests Section
6) Engineering field service section
 1. Preliminary Design
Section
2. Technical Analysis
Section
3. Component Design
Section
4. Laboratory Tests Section
5. Flight Tests Section
6. Engineering field service
section
2) The technical Analysis Section:
a) Aerodynamic Group
b) Structure Group
c) Weight and Balance Control Group
d) Power Plant Analysis Group
e) Materials and Processes Group
f) Controls Analysis Group
 The work of structures group
The structures group is primarily responsible for
the structural integrity (safety) of the airplane.

2) The technical Analysis Section:

a) Aerodynamic Group
b) Structure Group
c) Weight and Balance Control Group
d) Power Plant Analysis Group
e) Materials and Processes Group
f) Controls Analysis Group
 The structures group is usually sub
divided into sub-groups as follows:

1) Applied loads calculation group

2) Stress analysis and strength group
3) Dynamic analysis group
4) Special projects and research group
 The work of the applied loads group:

• The true external loads on the airplane are

required to “size” any part of the aircraft relative to
its strength and/or rigidity

• The loads group must analyze loads from:

a) Aerodynamic forces
b) Inertia forces
c) Power plant forces
d) Control system actuators
1. Applied loads calculation group
e) Landing 2. Stress analysis and strength group
3. Dynamic analysis group
4. Special projects and research
group
• The final result from the loads group will
give complete shear, moment and normal
forces on all parts of the aircraft referred to
convenient set of xyz axes of the aircraft
The final result from the loads group will give complete shear, moment
and normal forces on all parts of the aircraft referred to convenient set
of xyz axes of the aircraft
MX

MX

X-axis
 Z X
Mz

Mz

X
The final result from the loads group will give complete shear, moment
and normal forces on all parts of the aircraft referred to convenient set
of xyz axes of the aircraft
We will look into design of this wing cross section
considering as a single cell
f
We begin with design
considerations when
the section is
subjected to a
bending moment
about an arbitrary
axis
We will develop an
understanding of the
structural features of
the cross section that
will respond to the
applied bending
moment in terms of
normal tensile and
compressive forces
f
Next we will addressfdesign issues involved
with the distribution of shear stresses on the
cross section
 f

The analysis for the design purpose will give us the

shear flow values (lb/in) in the skin based on which
the skin thicknesses can be derived as an outcome
of the design exercise
We will also understand how to develop the failure curve when the wing
section is subjected to combined action of Mx and Mz
f
We will go to the next level of design complexities by considering the
effect of ‘shear lag’ on the structural members of a wing cross section
f
In a beam involving sheet and stringer panels the linear beam theory
means that the sheet panels have infinite shear rigidity which of
course is not true.
A19.18 Shear lag influence:
f
In a beam involving sheet and stringer panels shearing
stresses in the panel produce shearing strains
A19.18 Shear lag influence:
f
The effect of sheet panel shear strains is to cause some stringer to
resist less axial load than those calculated by beam theory

The ‘lag’ is in the axial forces carried by the

stringers
And this is due to the ‘shear’ developed in
the skin
Hence the name ‘shear lag’
f

Shear lag design considerations

due to
1. Cut out in the panel
2. Heavy concentrated load
application
3. Stringer splicing
• Design of this wing cross section requires
SOM analysis for:
1. Axial stresses on flange members (1-14)
2. Shear stresses on the skin elements between
flange members
• Axial stresses are due to Mx and Mz
• Shear stresses are due to Vx, Vz, My and Mx
and Mz
• The analysis carried out for design will
give us
1. Normal stresses on the flange members
2. Shear stresses on the skin
Design process will now be completed by:
Stress = Strength
Structural design of a load carrying member
Load: bending moment, shear force, torsional
moment (Mx, Mz, Vx, Vz, My)
Design: The member must fail at the design
load

Design load = factor of safety X limit load

Factory of safety = 1.5
Limit load = highest possible load expected
during its entire service life
The process of
answering these
questions is called
design
Thank you