Wing Testing

Objective: What structural load testing is required when examining the wing spar and why do you need to not test the same weight with the HB-SIB due to gondola placement. Dimensions Wingspan: 80 m (262.5 ft) HB-SIA average speed: 43 mph Load Testing Tension: As the plane is moving forward, the wing is resisting that force due to airflow. Compression: The structure of the plane is exposed to pressure and force of compression. Units are pounds per square inch (psi) Shear: The force that causes a material to slide in respect to another part

Torsion test: max load of 4.9 tons of lead half applied on one side and half applied on the other side Airplane is subject to torsional stresses during turns and maneuvers This was the cause of the breakage of the previous wing spar More square carbon plates were added to the new spar for reinforcement and the test was successful Bending Test: max load of 3.5 tons Involves tension and compression Wing placed upside down weight focused on outer or inner section and along z-axis These are to verify certain wind and flight scenarios and how the wing bends upward from lift Much less weight was used than the HB-SIA Load Factor: n = L/W, where L is the lift force and W the force caused by weight Gust load factor: (FAA federal aviation regulations (FARS, 14 CFR)) n=Gs

Load

Kg=0.88 g/5.3+ g= gust alleviation factor g=2(W/S)/ Cag=airplane mass ratio Ude=Derived gust velocities (fps) =Density of air (slugs/ft3) W/S=Wing loading(psf) due to the applicable weight of the airplane in the particular load case W/S=Wing loading(psf) C=Mean geometric chord (ft) G=gravity (f/s2)

V=velocity(knots) a=Slope of plane normal force coefficient curve per radian if the gust loads are applied to the wings and horizontal tail surfaces simultaneously by a rational method. The wing lift curve slope CL per radian may be used when the gust load is applied to the wings only and the horizontal tail gust loads are treated as a separate condition

Lift

An aircraft in constant flight has a gust load factor of 1 A plane hit with a larger gust will have a higher gust load factor A plane with a 1.5 gust load factor means the change in lift has increased by 50%

S = Planform area of the wing CL

Pressure Difference: -R = radius of curvature -p = pressure -v= velocity -=density Angle of Attack: The angle between the airfoil and the oncoming air. At a certain point, the critical angle of attack, increasing the angle beyond this point will decrease lift and eventually causing

the airfoil to be stalled.

The greater the aspect ratio, the less wingtip drag. Longer wings can make more efficient lift with less drag. Drag

CD=CI + CP Induced drag + Parasitic Drag

Parasitic Drag:

CFD =Form Drag Coefficient Drag caused by the air flowing over the airfoil or object moving through a fluid Higher aspect ratio causes more parasitic drag, the case of the HB-SIB

Induced Drag or Vortex Drag: Drag caused by the redirection of airflow around the wing and aircraft itself, which is caused by a force acting on the fluid and therefore the aircraft is being resisted Drag formed when high pressure air below spills to above the wing at the tip,

and the airplanes forward motion causes the upward spill to spiral High Aspect ratio reduces vortex drag Vortex drag reduces lift
CVD=Vortex Drag Coefficient

Gondola Placement and Weight testing Engine placement The more engines are placed out, the more bending relief they provide The more they are placed out, the less rudder authority Bending relief- In flight, the lift on the wings and the fuselage bends the tip upwards and the roots downwards. The wing weight and gondola will provide bending relief by pushing the tips down

Material used The HB-SIB uses a thin ultralight carbon fiber cloth, thin layers of pre-preg fabric tapeone-fifth the thickness of standard tapes, while the HB-SIA used a carbon fiber tube truss