National Aerospace University

named after N.Ye. Zhukovsky

Kharkiv Aviation Institute

Guide for home task

by course Strength of airplanes and helicopters

CALCULATION OF WING LOADS

Kharkiv, 2015

Manual is dedicated to calculation of loading for highly-aspect ratio wing. It

consists of the following sections: wing geometric parameters and mass data
estimation; loads calculation and diagrams plotting of shear forces, bending and
reduced moments by wing span.

INTRODUCTION
The given home task is continuation of your home task on department
"Designing of planes and helicopters ". In this task you have defined take-off mass of
the plane, its cruiser speed, mass of a wing, mass of fuel, mass of a power-plant,
mass of the landing gear, mass of useful load. From this task you have all
geometrical sizes of the plane: the wing area, wing span, swept-back wing, chords of
a wing, position of engines, the landing gear, etc.
The given home task should be included into your course project and after your
course project should be included into your baccalaureate project.
For all students we give critical loading condition C - flight on cruise speed VC
on cruise altitude HC with maximal maneuvering load factor nl and airfoil.
Students are obliged to follow these requirements according to international
standard:
1. All diagrams at the figures should contain starting and ending values of the
illustrated variable (not literal expression of the variable).
2. All diagrams should be built to some scale (the scale should be the same for
all diagrams illustrated at one figure). The shape of the curves should
correspond to the functions.
3. All calculations should be made with high accuracy.
4. The cover page is executed according to Appendix 5.
5. Each table must be on one page.
6. Each table and drawing must have heading.
7. Standard rule for whole world from the beginning you should write down
formula, next step you should substituted numbers and at last write down
result with units.
8. You should not rewrite reference data, drawings from manual, and
explanations.
9. Home task must be printed.
In explanatory book you should print home task content in next execution
sequence:
1.
Three main views of your plane.
2.
Table 1. Main data of the plane.
3.
Determination of limit load factor.
4.
Air loads allocation on wing span.
5.
The wing structure mass load allocation.
6.
Calculation of the total distributed load on a wing.
7.
The shear forces, bending and reduced moments diagrams plotting.
8.
Load checking for wing root cross section.
9.
Calculation of shear forces position in the design cross section
10.
Filling the result table.

1. AIRPLAIN GENERAL DATA

By data your plane you should fill the next table.
Table 1 Main data of the plane
Transport (for example)

Airplane category
Take-off mass (kg)-Mt
Design cruise airspeed (km/h) - VC
Design airspeed (km/h) - V
Design cruise altitude of flight (m) - H
Wing mass (kg) - mw
Total fuel mass (kg) - mf
Mass of engine (kg)- me
Mass of main leg of landing gear (kg)- mml
Wing area (m2) - Sw
Wing span (m) (for swept wing) - Lw
Wing taper
Wing aspect ratio
Swept wing (degree by 25% chord) - 0.25
Wing angle of incidence (degree) - a

2 (for example)

Comment.
a. Masses in integer kg.
b. Speeds in integer km/h

1.1. WINGS GENERAL DATA

The airplane category (transport, normal, acrobatic, etc.), take-off mass t are
given to the final developments assignment.
From previous course project by discipline Airframe the following data is made
out:
1) Wing geometrical data;
2) Masses of wing-accommodated units (masses of engines, landing gears,
external and internal fuel tanks, etc.), and each of themes centers of gravity;
3) Airfoils relative thickness.
4) Cruise speed and cruise height.
If the geometrical sizes not specified in exposition (lengths of root and tip chords,
centers of gravity aggregates for units etc.) are possible to remove directly from the
drawing.
It is impossible to select a delta-wing airplane as in the given manual the design
procedure of a highly-aspect wing is explained as the prototype.
1.2. WINGS GEOMETRICAL DATA
Geometrical data of a wing make out from exposition of the airplane. By these
data it is necessary to execute figure of a half-wing in two projections (top and front
views).
If a plane has swept-back wing and the sweep angle on the leading edge are
more than 15 it is necessary to enter an equivalent straight wing and all further
calculations to carry out for this equivalent wing. A straight wing enter by turn of a
swept-back half-wing so that the stiffness axis of a straight wing was perpendicular to
axes of a fuselage, thus the root br and tip bt chords sizes decrease, and the size
Lw/2 of a semi span is increased. The sizes Lw/2, br and bt, are required for the
further calculations and they are taken directly from the figure. At turn of a swept-back
wing it is possible to mean, that the stiffness axis is located approximately on distance
0.4 b from the leading edge where b is the wing chord.
At calculation of Lw/2 semi span size the plane's design is taken into account:
a low-wing, a mid-wing or a high-wing monoplane. In these designs carrying ability of
the fuselage part of wing owing to influence of interference is various. For a low-wing
monoplane it is recommended do not take into account bearing ability of an fuselage
part of wing and to accept value equal to distance from the tip of a half-wing
(straightened in case of a swept-back wing) up to an onboard rib as Lw/2 parameter.
For a mid-wing monoplane and a high-wing monoplane in quality semi span we
receive the distance from the tip of a wing up to an axis of the plane as Lw/2. The
wing area Sw is determined by the formula:
Sw = 0.5 (br + bt) Lw .

(1.2.1)
5

The received value of the area must coincide with the area of the airplane with
swept-back wing for mid-wing and high-wing airplanes. For convenience of realization
of the further calculations figures of a wing (see fig. 1.2.1, 1.2.2 and 1.2.3) should
contain maximum quantity of the information. So, on the top view of a half-wing
following characteristic lines are put by dotted, a stroke dotted or by light lines: a
center-of-pressure line, the center of gravity (c.g.) line of cross sections of a wing and
lines of spars.
The locations of aggregate's centers of gravity (landing gears, engines, fuel tanks
etc.) are indicated by the sign, and value and direction of the appropriate mass
concentrated forces - by vectors. The areas are occupied by fuel tanks, on both
projections are shaded. Centers of tanks weight are also indicated by the sign. In
figures the geometrical sizes and numerical values of the concentrated forces are put
down.
The explanatory book should contain geometrical and aerodynamic characteristics
of the chosen airfoil. In the final development it is supposed, that all wing cross
sections have the same aerofoil.
The relative coordinate of a center-of-pressure line can be found by the scheme:
the given design limit loading condition - lift coefficient (for cases B, C and D it is
calculated) - the appropriate angle of attack (see ap. 1) - relative coordinate of
center-of-pressure line cp.
The wing's gravity center in cross section is located approximately on distance of
40 - 45 % of a chord from the leading edge.
Gravity centers coordinates of aggregates are made out from the description of
the airplane - prototype or chosen independently, being guided by the knowledge
acquired in another subject matters of aggregate's design features. For example, the
center of gravity for a turbojet is placed in area of the turbine compressor, but not in
area of a jet nozzle.
At gravity center positions estimation of landing gear primary struts if the ones
are located in a wing, it is possible to use the following statistical data:
ll = (0.2 0.25)Lw, bl = (0.5 0.7) b, where the Lw is a wing span, the b is a wing
chord; the ll - is the landing gear base, the bl - is a distance from the leading edge
wing to gravity center of the primary strut in the retracted position.

engine

fuel tank
front spar

leading edge
reduced axis

bt

br

Lw/2

rear spar
rear
spar

center of gravity

qt
0

qa
qf

Q
Qc
0

Qt

Qd

Fig.1.2.1. Diagrams of distributed loads and shear forces

7

Mc
Z
Mtot

Md
M, kNm

mz, kN

Mz, kNm

Mz, c
Z
Mz,t

Mz, d

Fig.1.2.2. Diagrams of bending moment M and reduced moment Mz.

X
equivalent straight wing

axis of
stiffnes
s

ck

rk

center of
pressure

swept wing
e

reduced axis

h
Z

center of
wing gravity

stiffness axis
center of fuel
gravity

center of gravity
for k-th aggregate
Fig. 1.2.3. Plotting of equivalent straight wihg.

2. DETERMINATION OF LIMIT LOAD FACTOR.

For strength calculation it is necessary to know design airspeeds and load
factors. For determination of those values for transport airplanes initial conditions are
take-off mass Mt [kg], Lw - wing span, Sw wing area, cruising airspeed of an airplane
VC at the cruise altitude of flight Hc, the wing sweep on the chords fourth 0.25 .
In design office (DO) calculations are carried out for all altitude range. In this
home task (HT) you have the cruising airspeed VC and cruising altitude HC from
technical data of plane.
For your plane you should take wing airfoil from lecturer. The more speed of the
plane, the thinner wing airfoil is. At speeds 400-700 km/h airfoils are recommended
with relative thickness c = 12-15 %. For planes which flies with speeds 700-950 km/h
airfoils are recommended with relative thickness c = 8-12 %.
According to ARU-25, FAR-25, JAR-25 maneuvering maximum limit load factor
does not depend from altitude and en-route mass and are determined by the formula:

nly max man 2.1

10886

;
M t 4536
where Mt is the design maximum takeoff mass in kilograms; except that
l
n y max man may not be less than 2.5 and need not be greater than 3.8.

(2.1)

3. WINGS MASS DATA

Unit's masses (if these data are absent in the description of the prototype) are
set with the help of statistical data for the transport airplanes adduced in tab. 3.1.Thus
the mass of one of primary struts makes usually 45 % from mass of the whole landing
gear.
From home task by department "Designing of planes and helicopters" you have
total fuel mass in wing. The half-wings each have three fuel tanks from safety
conditions as minimal. In this project you can suppose that fuel load is concentrated
for simplicity. From statistic we know that in the first tank is placed 45% from total fuel
mass in half-wing, in the second tank 35%, in the third tank 20% (see fig. 3.1).
Approximately by axes x relative coordinates of centers of mass for tanks are equal
x f =0.4=40% from leading edge. Approximately by axes z relative coordinates of
centers of mass for the first tanks is equal z =0.2, for the second tank - z =0.5, for the
third tank - z =0.8.
From the point of view of strength fuel is expedient to place in a wing. Therefore
in the final development it is necessary to place the greatest possible fuel content in a
wing and the rest of fuel to place in a tail unit.
If in a wing there are freights dropped in flight (external fuel tanks) or fuel from
wing fuel tanks is consumed non-uniformly in this case strength of the given cross
section of a wing is calculated from the loadings appropriate not to take-off mass Mt,
but to the flight Mfl one.
10

Table 3.1.
Assemblages and payloads relative mass in the percent share from transport airplane
take-off mass
t
w
l
pp
pp
tl

10
12.2
4.5
12.3
16.4
43.3

Take-off mass, tons

50
100
Assemblages relative mass %
The wing
10.2
9.5
The landing gear
4.0
3.8
The power plant
Jet planes
11.0
10.5
Turboprops planes
15.6
15.3
Total load
45.8
53.7

150

200

9.1

8.8

3.7

3.6

10.2

10.0

15.1

15.0

61.4

67.6

Note: the total load Mtl is equal to the sum of the fuel and the payload.
Let in a wing there is a freight dropped in flight with weight of G* (the tanksection containing fuel with weight G*), which gravity centre is located in the -
cross section with coordinate z (fig. 3.2). Bending moment in the designing cross
section 1-1 depends from the relative - section's position and force coordinate
which is the resultant of an air load, operating on a segment covered with Scut area,
located on the right of the 1-1 cross section. Considering approximately, that air
loading is constant on all wing area, we can write down:
S
S
(3.1)
Py M t g cut Gt cut
Sw
Sw
where Gt M t g - is take-off weight of plane, Sw wing area.
If the G* load is present, the 0 bending moment in the 1-1 cross section is
defined by the formula:
S
(3.2)
0 = Gt cut z0 G* ( z z1 ) .
Sw
At the G* loads dropping the force is decreased by the value
S
(3.3)
Py ( Gt 2G* ) cut .
Sw
Thats why the * loads post dropping bending moment in 1-1 section is equal
to

* = Gt

Scut
2 Scut
z0 G *
z0 .
Sw
Sw
11

Front
spar

xf

c.g.

c.g.

1-st fuel
tank

2-nd fuel
tank

c.g.

Z
3-rd fuel
tank

Rear spar

Fig. 3.1. Disposition of fuel tanks.

Fig. 3.2. Disposition of dropping cargo G*and force Py relatively designing

cross section I-I.
The 0 and * , moments are equal to each other if the given identity is right

z z* z1 z0 ( 2Scut / S w ) .
If the load has the z z* coordinate, than at its dropping * > 0 , therefore,
the bending moment is increased in the 1-1 section.
Thus, to the 1-1 designing cross section a case when freights dropped in flight
are not taken into account, and fuel from tanks sections is consumed which gravity
centers coordinates exceed the z* is more dangerous. At this stage the calculations
12

are necessary to perform for the Gfl flight mass which can be received, subtracting
from the Gt take-off weight the dropped freights and burnt out fuel. Mass of the
dropped freights and burnt out fuel in the further calculations is not taken into
account.
The z0 parameter is defined from the geometrical construction (fig.3.3) or by the
formula

l 0 b 2a
z0
.
3 b a
For all student designing cross section is assigned under z =0.2. In this case
designing flight mass Mfl is equal:
M fl M t 0.2M f ,
(3.4)
where Mf is total fuel mass.

Fig. 3.3. The scheme of calculation for coordinate z0.

4. WINGS LOADS CALCULATION
The wing is influenced by the air forces allocated on a surface and mass forces
caused by a wing structure and by the wing-arranged fuel, the concentrated forces
from the wing - arranged units' masses. Mass forces are parallel to air forces, but are
directed to the opposite side. The fuel tank is expedient to divide on tank-sections and
mass of everyone tank-section to concentrate in its gravity center. Then the fueldistributed load is possible to replace by a set from the concentrated forces.
In FAR, JAR, ARU load factors ny are prescribed in body frame of reference for
plane xp, yp, zp (fig. 4.1). We must calculate wing loads in body frame of reference for
wing xw, yw, zw (fig. 4.1). From aerodynamic we have speed frame of reference xa, ya,
za (fig. 4.1). Therefore we must recalculate loads from body frame of reference for
plane xp, yp, zp to body frame of reference for wing xw, yw, zw (fig. 4.1) with using of
speed frame of reference xa, ya, za

13

In speed (aerodynamic) coordinate system the resultant air force R has two
components: the Y - lift directed perpendicularly to vector of flight speed and the
Xa =Q - drag force directed opposite to flight (fig. 4.1).
From designing you should know that wing has wing angle of incidence a. This
angle is angle between body axis for plane xp and body axis for wing xw (fig. 4.1).
The lift coefficient is calculated in body frame of reference for plane xp, yp, zp
from equation of equilibrium because we have load factor from AR in body frame of
reference for plane:
HV 2
l
l
n M fl g n G fl C y
Sw .
2
In the SI we have from this formula:
2n l M fl g
,
Cy
HV 2 S w
where H is air density on HC in SI, V=VC cruise airspeed in m/s, Mfl
designing flight mass of plane in kg mass.
By the value of Cy you can estimate the angle of attack with accuracy within 1o,
drag coefficient Cx and the relative coordinate of pressure center Ccp from
aerodynamic characteristic of airfoil (Appendix 1).
The angle between the resultant air force R and Y lift force (fig. 4.1) is
equal:
C
C
X
(4.1)
arctg a arctg x tg 1 x
Cy
Cy
Y
From aerodynamic and designing you must know wing angle of incidence - a
(fig. 4.1). You can take this angle from your home task by your airplane or from
statistic take mean value a=2.
By those values we can calculate resultant air force R (see fig. 4.1):

For strength analysis of wing we must calculate loads in wing frame of

reference by resultant air force R. Lift force in wing frame of reference Yw is equal to:

(4.2)

where 2 =- - is angle between resultant air force R and lift force Yw in wing
frame of reference (see fig. 4.1).
Drag force in wing frame of reference Xw is equal to:

(4.3)

14

Fig.4.1 Distribution of the aerodynamic load by axes.

On the basis of stated it is enough to plot diagrams of the shear force and
bending moment by a wing from effect of the efforts in wing coordinate system. The
shear force and bending moment in the given cross section from the loads in wing
frame of reference, we can receive by (4.2, 4.3).
The wing strength is determined in ultimate, instead of limit loading condition.
Then also diagrams of shear forces and bending moments it is convenient to plot
from ultimate, instead from limit loadings. At calculation of ultimate loads in the
beginning we find the ultimate load factor by the formula:
,
(4.4)
l
where the n is the limit load factor for the given design limit loading condition;
the f - is the safety factor.
According to AR-25, FAR-25, JAR-25 unless otherwise specified, the factor of
safety of f=1.5 must be applied to the prescribed limit load are considered external
load on the structure.
it is possible to find the ultimate loads. So, lift and a component
By the value
along an axis yp from resultant mass load of a wing structure are found by the
formulas:
.

,
(4.5)
where the Gw, Mw are weight and mass of wing.
In wing frame of reference, we must use (4.2, 4.3) and we have:
.

, [N],

(4.6)
15

where the Yw, Pww are resultant air force and resultant inertial force in wing frame of
reference.
Load components acting along the yw axis from effect of a concentrated mass
of the aggregate is calculated by the formula:

(4.7)
.
where the Gg, Mag - are the units weight [N] and units mass [kg].
4.1. AIR LOADS ALLOCATION BY THE WING SPAN.
The Y air load in wing frame of reference is allocated according to the relative
circulation low, i.e.
.

z
, z
,
(4.1.1)

0.5 Lw
where ( z ) - is relative circulation, Mfl - is the designing flight mass of the plane
(3.4), nu ultimate load factor, Lw wingspan,
- is distributed aerodynamic force
by yw.
For distributed load we have next sign convention - if distributed load is
directed upward it has positive sign, if distributed load is directed downward it
has negative sign.
The function ( z ) depends from many factors, from which in the given work
you should take into account only the dependence from wing taper and sweepback.
Relative circulation in this case is determined by the formula:
(4.1.2)
( z ) = f ( z ) + ( z ) ,
where ( z ) is amendment on the wing sweep, f ( z ) function values for flat
straight trapezoidal center-section-less wing are reduced in Appendix 3.
This amendment is calculated by the formulas:

( ) ( 45 )

,
(4.1.3)
45
where the is the designing wing sweep on the chords fourth, angle in degree,
(45) is amendment for wing sweep on the chords fourth which is equal 45. This
amendment was given in Appendix 4.
For calculation f ( z ) you should know wing taper which is designated through

and is equal to:

br / bt ,
where br is root chord of wing, bt tip chord.

16

4.2. THE WING STRUCTURE MASS LOAD ALLOCATION.

In approximate calculations it is possible to consider, that load per unit of wing
span mass forces is proportional to chords. Then in wing frame of reference the next
formula is used:

,
(4.2.1)
- distributed inertial
where the b(z) is the wing chord, Mw the wing mass,
force from wing mass.
The length of wing chord (see column 3 in table 4.3.1) is computed by formulas:
(4.2.2)
b( z ) br ( br bt )z .
where br is root chord of wing, bt tip chord, z - relative coordinate of cross
section (column 2).
After the component calculations it is possible to compute the total distributed
wing load qt acting in the direction of the axis yw in the wing coordinate system.
Calculations are put into the tab. 4.3.1. At this action the coordinates origin is put into
the wing root cross section. Cross sections are enumerated from the wing root in the
wing tip direction beginning from the i = 0. The letter accentuates relative coordinate
z 2 z / Lw . Since on the site = 1 0.9 cross sections the qay diagram is moved
away from straight line, it is necessary to introduce the cross section with the
= 0.95 coordinate.
4.3. CALCULATION OF THE TOTAL DISTRIBUTED LOAD ON A WING
Table 4.3.1
The ,
b( z ), f

i
1
0
1
2
3
4
5
6
7
8
9
10
11

2
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
0.95
1.0

m
3

, and qt distributed loads calculations scheme

w kN
a kN
kN

q ,
,
q ,

qy

17

The total distributed wing load is calculated by the formula:

qt q ay q wy .

(4.3.1)

and qt functions in the same coordinate

It is also necessary to plot the ,
system and in the same scale (see fig. 1.2.1).
In this formula you should summarize in algebraic sense with account of sign.
The concentrated mass forces from aggregates Ppw (4.5) also put on figure of a
wing (see fig. 1.2.1). Thus it is convenient to show forces by vectors and to put down
a value of these forces.
4.4. THE CHEAR FORCES, BENDING AND REDUCED MOMENTS DIAGRAMS
PLOTTING
In the beginning functions shear force Q d ( z ) and bending moment M d ( z )
from the total distributed load qt(z) are found on the wing span. For this purpose
integrals are calculated by tabulated way with trapezoids method.

q( z )dz ,

0.5 Lw

Lw

Q( z )dz

(4.4.1)

You must yourself to determine signs for q, Q, M according to sign convention

from mechanic of materials see fig. 4.4.1.
The calculation scheme is given in the tab. 4.4.1, which includes the following values:
zi 0.5( z i 1 z i )Lw ; z11=0, (i =10, 9... 1, 0),
.
,
,
, , Q11 = 0, (i =10, 9... 1, 0),
Q i Q i Q i 1 . Q11 = 0; (i = 10, 9... 1, 0),

.
, M11 =0, (i =10, 9 1, 0)
(4.4.2)
M i M i M i 1 ., M11 = 0; (i = 10, 9 1, 0)
where z10 is distance between cross-section number 10 and cross-section number
11 and so on; accordingly Q11=0 is increment of shear force in cross-section
number 11 from distributed loads out tip wing. Q10 - is increment of shear force in
cross-section number 10 from distributed loads on site between 10 and 11 crosssections and so on; Q11=0 is shear force in cross-section number 11 from
distributed loads out tip wing. Q10 - is shear force in cross-section number 10 from
distributed loads on site between 10 and 11 cross-sections and so on; M11=0 - is
increment of bending moment in cross-section number 11 from distributed loads out
tip wing. M10 - is increment of bending moment in cross-section number 10 from
distributed loads on site between 10 and 11 cross-sections and so on; M11=0 is
bending moment in cross-section number 11 from distributed loads out tip wing; M10 is bending moment in cross-section number 10 from distributed loads on site between
10 and 11 cross-sections and so on.

18

Q>0

M>0

Fig. 4.4.1. Sign convention for a shear force Q and bending moment M.
The table 4.4.1 is constructed in the assumption that integration implements by
the trapezoids method. The origin is placed in the wing root section. Cross sections
are numbered from a wing root to a wing tip since i=0. You can rewrite from previous
table columns 1, 2, 9 in columns 1, 2, 4 accordingly.
After filling of tab. 4.4.1 by the calculated shear forces Q and bending moments
M (on fig.1.2.1 is shown Q and on fig. 1.2.2 is shown M) diagrams are plotted.
Diagrams of bending moments are plotted on tension fibers of a wing. Also it is
necessary to result the shear forces and bending moments affected by the Py,agr
concentrated mass forces (in the same coordinate systems that Q and M. and in the
same scale) diagrams. However the sign of these diagrams is opposite to one of
diagrams Q and M. On fig.1.2.1 diagram Qc from concentrated forces is shown (table
4.4.2) and on fig. 1.2.2 is shown Mc.
In concentrated mass forces you must include all aggregates of wing engines,
landing gears, fuel tanks and so on.
The calculation scheme is given in the tab. 4.4.2, which includes the following
values: Qic= Pw,agr,i from (4.7) where i - is number of cross section in which this unit
is placed; in any cross sections Qic = 0. In table 4.4.2 for example concentrated
force is given only in cross section i= 9. You can rewrite columns 1, 2 and 3 from
previous table.
,
,
, , (i = 10, 9... 1, 0),
. ,
.
, M11c =0, (i =10, 9... 1, 0),
4.4.3)
,
,
M i , M i 1 , M i 1 , . M11, = 0; (i = 10, 9... 1, 0)
where Q11,c=0 is shear force in cross-section number 11 from concentrated loads in
the tip wing. Q10,c - is shear force in cross-section number 10 from concentrated
loads. Q9,c - is shear force in cross-section number 9 from concentrated loads which
has jump in this cross-section and two values one previous value - 0 and new value
19

Q9,c and so on; M11,c=0 - is increment of bending moment in cross-section number

11 from concentrated loads out tip wing. M10,c - is increment of bending moment in
cross-section number 10 from concentrated loads on site between 10 and 11 crosssections and so on; M11,c=0 is bending moment in cross-section number 11 from
concentrated loads out tip wing. M10,c - is bending moment in cross-section number
10 from concentrated loads on site between 10 and 11 cross-sections and so on. You
must know that increment of bending moment from concentrated force and bending
moment from concentrated force you can calculate for next cross-section with number
i-1=8 in our example see fig. 1.2.2 and table 4.4.2.
Folding appropriate diagrams algebraically (table 4.4.3), you should plot total
diagrams Qtot and Mtot (on fig. 1.2.2 are shown by continuous lines). The calculation
scheme is given in the tab. 4.4.3, which includes the following values:
Qid - is shear force from distributed loads from table 4.4.1;
Qic - is shear force from concentrated loads from table 4.4.2;
Qitot = Qid+ Qic with account signs;
Mid - is bending moment from distributed loads from table 4.4.1;
Mic - is bending moment from concentrated loads from table 4.4.2;
Mtot = Mid + Mic with account signs.
Table 4.4.1
The Qd(z) shear forces and the d(z) bending moment are affected by the qt(z)
distributed load.
qt ,
i
zi,.
zi
Q id .
Q id .
M id .
M id .
kN
m
kN m
kNm
kN
kN
m

1
0
1
2
3
4
5
6
7
8
9

2
0

4
qt0

5
Q0

6
Q0

7
M0

8
M0

...
0.9

z9

qt9

10

0.95

z10

11

1.0

Q9

qt10

Q 9
Q 10

Q 10 = Q 10

M 9
M 10

M 10 = M 10

qt11

M9

20

Table 4.4.2
The Qic(z) shear forces and the ic(z) bending moment are affected by the
concentrated load.
i
zi,.
zi
Q i .
Q i .
M i .
M i .
m
kN m
kNm
kN
kN
1
2
3
4
5
6
7
M0
0
0
0
Q0
M0
1
2
3
4
5
6
...
7
Q7=Q9

8
...

Q8=Q9
M8
M8 =M8
0
0
9
0.9
z9
Q9
Q9 = Q9 /0
10
0.95
z10
0
0
0
0
11
1.0
0
0
0
0
0
Table 4.4.3
The total Qtot(z) shear forces and the total itot(z) bending moment are affected
by all forces.
Qic.
Qitot.
Mid.
Mic.
Mitot.
i
Qid.
kN
kN
kN
kN*m
KN*m
kNm
1
2
3
4
5
6
7
0
1
2
3
4
5
6
7
8
9
10
11
Those bending moment and shear forces were calculated in the wing system
coordinate yw, xw, zw (see fig. 4.1).
An origin is placed in the gravity centre of wing cross section on longitudinal axes
of wing cross section xw. According to fig. 4.1 it is possible to write down:

21

,
,

(4.4.4)

,
.
where the 2=- is the angle between total aerodynamic force R and lift
force Yw in wing frame of reference (see 4.1), the Qtot and Mtot are shear force and
bending moment in the design cross sections in wing coordinate system, taken from
the table 4.4.3; the Qyw
,is normal shear force which acts by axes yw in the wing
coordinate system and Qxw is shear forces which acts by axes xw in the wing
coordinate system; the Myw is bending moment in the design cross sections in the
wing coordinate system relative axes yw and Mtot = Mxw is bending moment in the
design cross sections in the wing coordinate system relative axes xw.
If <, which is usual for the A critical loading condition, than 2= - <0 and
hence the Qxw and Myw vectors change their direction to the opposite one.
You should calculate values Qyw, Qxw, Mxw and Myw only for your design cross
section and write down in table of result.
At plotting of the diagram of the reduced moments in the beginning we set a
position of an axis of reduction (fig. 1.2.1). This axis is parallel to an axis z (strictly
speaking the axis of reduction should be a parallel axis of stiffness centers of a wing).
Further you should plot a diagram of the distributed reduced moments mz affected by
and . For the moment mz the formula is received writing
the distributed loads
down the moment from the specified loads concerning an axis of reduction. At
calculation mz it is necessary to mean, that the adduced moments are calculated in
wing frame of reference. Thus assume that frontal components lay in a plane xw0zw
and, hence, moment about axis of reduction does not give (fig. 4.4.2).
qa
reduced
axis

qw

Fig. 4.4.2. Positions of loads in cross section.

Distributed loads
columns 7, 8.

and

(see fig. 4.4.2) you can take from table 4.3.1

22

The distributed reduced moment mz affected by the distributed loads

and
is equal:

(4.4.5)
where the e and the d are distances from load points
and to the reduction axis.
The moment is considered like positive if it acts on pitching relative to the
reduction axis. The and d values are taken from the fig. 1.2.3.
You can compute their by formulas:
d i zi tg x c .g bi 0.5 Lw z i x c .g bi .
.

,
.
.
0.8( br bt )
,
tg
Lw
where z i - is the relative coordinate z for i-th cross section (column 2 from table
4.4.2). x c .g - is relative coordinate of wing center of gravity.
Integrating the diagram mz we receive the reduced moments Mzd affected by
the distributed loads. The scheme of calculation is shown in tab. 4.4.4 in which
designations is entered:
M zid 0.5( m zi 1 m z ,i )z i M z ,11 M z ,11 0 ;

M z ,i ,d M z ,i 1,d M z ,i ,d , (i = 10, 9....., 0).

In the explanatory book you should plot diagrams mz and Mz (a diagram Mz is
shown on fig.1.2.2 by a dashed line). In a coordinate system for the moments Mz also
it is necessary to result a diagram of the reduced moments affected by concentrated
masses (on fig. 1.2.2 it is shown by a light line).
Affected by a concentrated mass of the i-th aggregate the increment of the
moment M z ,c ,i is found out by the formula:
,,
(4.4.7)
, ,
where the ri is the distance from the i-th concentrated mass gravity center to
reduction axis (it is measured on the drawing). Pw,ag,i is design inertia force by
formula (4.7). The moment M z ,,c ,i is positive if it acts on pitching. This increment you
have only in point where you have aggregates. In any points this increment is equal
zero. Reduced moment Mz.c.i is calculated by the formula:
M z ,c ,11 M z ,c ,11 0 ;
M z ,c ,i M z ,c ,i 1 M z ,c ,i . (i = 10, 9.....,0).
(4.4.8)
In the point with aggregates we have jumps of reduced moment (see fig. 1.2.2).
For this table we take Mz i d from table 4.4.4 and total reduced moment you
should compute with account of signs by the formula:
(4.4.9)
Mz tot = Mz d + Mz c

23

Table 4.4.4
Reduced moments calculation scheme from distributed loads
i
1
0

zi, . ,
m kN /m
2
3
,

1
2
3
4
5
6
7
8
9
10 z10

11 z11

ei
m

4
e0

kN /m
5
,

e10
e11

,
,

di
m

6
d0

d 10
d 11

mz i

M zid

kN
7

kN m
8

mz 0

M z id
kN m

9
M z 0d

m z 10 M z 10d
0
m z 11

M z 10 d

Table 4.4.5
Calculation scheme of reduced moment from concentrated loads and from all loads.
I
1
0
1
2
3
4
5
6
7
8
9
10
11

Pw.ag.i
kN
2

ri
m
3

Mz.c .i
kN*m
4

Mz.c.i
kN*m
5

Mzdi
kN*m
6

Mztoti
kN*m
7

It is also necessary to plot the M z ,tot total reduced moment diagram (on fig.
1.2.2 it is shown by the solid line).
24

4.5. LOAD CHECKING FOR WING ROOT CROSS SECTION

Shear forces, bending and reduced moments values are checked in the root
cross section by the formulas:
. .

,
, , [kN],
. .

, [kNm],
,
,
. .

(4.5.1)
, ,
,
Here Mfl is designing flight mass of plane from (3.4). Mw the wing mass. is
the distance from root section to the air resultant load point; ck - is the distance from
root section to the k-th aggregate's gravity center and fuel tanks; e and d are
distances from the axis of reduction to points of interception of a plane z=c with the
center-of-pressure line and with the c.g. line; rk - is the distance from an axis of
reduction to the k-th aggregate centre of gravity and fuel tanks. In list of aggregates
you should include all aggregates of wing engines, landing gears, fuel tanks and so
on. Value C is found with the help of geometrical construction or by the formula:

Lw 2
.

6 1

(4.5.2)

where the is the wing taper. Values ck. and rk are taken from fig.1.2.3 and
parameters e and d values from drawing (see fig.1.2.3) in the z = c cross section.
Summation in the right parts of adduced formulas is distributed to all
concentrated masses located in one half-wing. Error of calculation of values , ,
should not exceed value 1, 10 and 15 % accordingly in relation to
, , and
, ,
the appropriate values taken from tables in root cross section.
4.6. CALCULATION OF SHEAR FORCES POSITION IN THE DESIGN CROSS
SECTION
By values of shear force and the reduced moment it is possible to find out
point of application for shear force on a wing chord in design cross section:
, ,
(4.6.1)
,
,

The xr coordinate is count off from the reduction axis. The resultant position is
necessary to be shown by an asterisk on the wings top view (see fig. 1.2.1). You
should calculate this value only for your design cross section i=2.

25

Table 4.6.1
Results of calculations
Design loading condition
Design flight mass (kg) - Mfl
Limit load factor - nl
Safety factor - f
Ultimate load factor - nu
Fuel mass in 1-st fuel tank (kg) - mf1
Fuel mass in 2-nd fuel tank (kg) ) - mf2
Fuel mass in 3-rd fuel tank (kg) - mf3
Wing span (m) (for equivalent wing)- Lwe
Wing taper (for equivalent wing)
Wing aspect ratio (for equivalent wing)
Root wing chord (m) (for equivalent wing) - br
Tip wing chord (m) (for equivalent wing) - bt
Relative thickness of airfoil (%) - c
Number of airfoil
Designing cross section z
The
bending moment for designing cross section (kN*m,
form. 4.4.4)
The
bending moment for designing cross section (kN*m,
form. 4.4.4)
The
shear force for designing cross section (kN, form.
4.4.4)
The
shear force for designing cross section (kN, form.
4.4.4)
The distance from reduced axis up to application point of
resultant shear force , (m, form. 4.6.1)
The angle of attack (degree)
The angle between resultant air force and lift force (degree)

0.2

Comment.
a. Masses in integer kg.

26

APPENDIXIES

27

Appendix 1
Characteristic of airfoil
The airfoil NACA 0009
Geometric characteristic of airfoil
(in % from chord)

Aerodynamic characteristic of
airfoil

Yt

Yb

Cy

Ccp

-4

-0.30

0.014

2.5

1.96

-1.96

3.92

-2

-0.16

0.008

2.67

-2.67

5.34

0.00

0.0064

7.5

3.15

-3.15

6.30

0.16

0.008

0.240

10

3.51

-3.51

7.02

0.30

0.014

0.240

15

4.01

-4.01

8.02

0.45

0.020

0.240

20

4.30

-4.30

8.60

0.60

0.032

0.240

25

4.46

-4.46

8.92

10

0.74

0.042

0.240

30

4.50

-4.50

9.00

12

0.90

0.059

0.240

40

4.35

-4.35

8.70

14

1.05

0.077

0.240

50

3.97

-3.97

7.94

16

1.19

0.098

0.240

60

3.42

-3.42

6.84

18

1.30

0.120

0.24

70

2.75

-2.75

5.50

20

1.17

0.165

0.266

80

1.97

-1.97

3.94

21

1.06

0.280

0.324

90

1.09

-1.09

2.18

22

0.96

0.340

0.362

100

24

0.91

0.392

0.383

28

The airfoil NACA 0012

Geometric characteristic of airfoil
(in % from chord)

Aerodynamic characteristic of
airfoil

Yt

Yb

Cy

Ccp

-4

-0.30

0.015

2.5

2.62

-2.62

5.24

-2

-0.15

0.009

3.56

-3.56

0.00

0.00

0.007

7.5

4.20

-4.20

8.40

0.15

0.009

0.244

10

4.68

-4.68

9.36

0.30

0.015

0.244

15

5.34

-5.34

10.68

0.445

0.020

0.244

20

5.74

-5.74

11.48

0.60

0.033

0.244

25

5.94

-5.94

11.88

10

0.745

0.041

0.244

30

6.00

-6.00

12.00

12

0.90

0.059

0.244

40

5.80

-5.80

11.60

14

1.045

0.075

0.244

50

5.29

-5.29

10.58

16

1.20

0.096

0.244

60

4.56

-4.56

9.12

18

1.32

0.119

0.244

70

3.66

-3.66

7.32

20

1.46

0.142

0.244

80

2.62

-2.62

5.24

21

1.55

0.173

0.244

90

1.45

-1.45

2.90

22

1.20

0.262

0.301

100

24

1.09

0.322

0.335

29

The airfoil NACA 0015

Geometric characteristic of
airfoil
(in % from chord)
X
Yt
Yb
h

Cy

Ccp

-4

-0.30

0.014

2.5

3.27

-3.27

6.54

-2

-0.15

0.009

4.44

-4.44

8.88

0.00

0.007

0.238

7.5

5.25

-5.25

10.50

0.15

0.009

0.238

10

5.85

-5.85

11.70

0.30

0.014

0.238

15

6.68

-6.68

13.36

0.45

0.020

0.238

20

7.17

-7.17

14.34

0.60

0.031

0.238

25

7.43

-7.43

14.86

10

0.74

0.042

0.238

30

7.50

-7.50

15.00

12

0.89

0.060

0.238

40

7.25

-7.25

14.50

14

1.02

0.075

0.233

50

6.62

-6.62

13.24

16

1.17

0.095

0.238

60

5.70

-5.70

11.40

18

1.30

0.119

0.238

70

4.58

-4.58

9.16

20

1.42

0.140

0.238

80

3.28

-3.28

6.56

21

1.55

0.178

0.238

90

1.81

-1.81

3.62

22

1.29

0.210

0.284

100

24

1.21

0.269

0.300

Aerodynamic characteristic of
airfoil

30

The airfoil NACA-21012

Geometric characteristic of airfoil
(in % from chord)
X

Yt

Yb

1.25
2.5
5
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100

2.95
3.72
4.67
5.28
5.72
6.33
6.67
6.82
6.82
6.52
5.89
5.04
4.03
2.86
1.5757
0.87
0

-0.90
-1.45
-2.44
-.12
-3.64
-4.36
-4.80
-5.07
-5.18
-5.10
-4.71
-4.09
-3.30
-2.38
-1.32
-0.75
0

h
0
3.85
5.17
8.11
8.40
9.36
10.69
11.47
11.89
12.00
11.622
10.60
9.13
7.33
5.24
2.89
1.62
0

Aerodynamic characteristic of airfoil

Cx

Cm

Ccp

-4

-0.26

0.014

-0.062

-2
0
2
4
6
8
10
12
14
16
18
20.8
21
21
22
24
26
30

-0.20
0.035
0.20
0.36
0.50
0.65
0.80
0.95
1.09
1.23
1.36
1.50
1.52
1.20
1.12
1.02
0.96
0.88

0.0095
0.0071
0.011
0.017
0.0225
0.034
0.047
0.065
0.083
0.114
0.128
0.160
0.182
0.252
0.281
0.341
0.392
0.464

-0.024
0.0072
0.046
0.0814
0.1165
0.152
0.187
0.222
0.255
0.288
0.319
0.352
0.354
0.352
0.353
0.360
0.346
0.347

--0.206
0.230
0.232
0.233
0.234
0.234
0.234
0.233
0.234
0.234
0.234
0.234
'0.293
0.315
0.353
0.360
0.394

31

The airfoil NACA-22012

Geometrical characteristic of airfoil
(in % from chord)
XX

Yt

Yb

Ym
0

h
0

Aerodynamic characteristic of airfoil

-4

Cy

Cx

Cm

Ccp

-0.25 0.0092

-0.054

---

-0.019

---

1.25

2.84 -1.10

0.87

3.94

-2

-0.10 0.008

2.5

3.76 -1.60

1.08

5.36

0.05

0.0073

0.017

0.336

4.97 -2.17

1.40

7.14

0.20

0.009

0.052

0.260

7.5

5.71 -2.68

1.52

8.39

0.37

0.016

0.092

0.249

10

6.22 -3.15

1.54

9.37

0.50

0.022

0.123

0.246

15

6.80 -3.89

1.46

10.69

0.66

0.034

0.161

0.244

20

7.11 -4.38

1.37

11.49

10

0.80

0.195

0.244

25

7.23 -4.66

1.29

11.89

12

0.97

0.063

0.237

0.244

30

7.22 -4.80

1.21

12.02

14

1.10

0.082

0.268

0.244

40

6.85 -4.76

1.05

11.61

16

1.24

0.105

0.300

0.244

50

6.17 -4.42

0.88

10.59

18

1.38

0.130

0.337

0.244

60

5.27 -3.85

0.71

9.12

20

1.50 0.156

0.366

0.244

70

4.19 -3.14

0.53

7.33

22

1.60

0.180

0.389

0.245

80

2.99 -2.26

0.37

5.25

22

1.26

0.252

0.368

0.292

90

1.63 -1.26

0.19

2.89

24

1.13

0.320

0.378

0.334

95

0.89 -0.71

0.09

1.60

26

1.04

0.372

0.377

0.363

30

0.94 0.454

0.372

0.395

100

0.048

32

The airfoil NACA - 2210

Geometric characteristic of airfoil
(in % from chord)
X
Yt
Yb
Ym
h

Aerodynamic characteristic of airfoil

Cy

Ccp

0.120

0.010

0.467

2.5

2.92

-1.52

0.70

4.44

0.262

0.013

0.339

4.02

-1.96

1.03

5.98

0.403

0.020

0.304

7.5

4.83

-2.17

1.33

7.00

0.545

0.029

0.291

10

5.51

-2.47

1.59

7.98

0.688

0.043

0.279

15

6.40

-2.50

1.96

9.00

10

0.827

0.058

0.273

20

6.78

-2.78

2.00

9.56

12

0.960

0.074

0.267

25

6.94

-2.96

1.99

9.90

14

1.080

0.094

0.264

30

6.97

-3.03

1.97

10.00

16

1.195

0.114

0.260

40

6.75

-2.95

1.90

9.70

18

1.250

0.130

0.257

50

6.16

-2.72

1.72

8.88

20

1.162

0.163

0.283

60

5.34

-2.30

1.52

7.64

21

1.158

0.207

0.299

70

4.29

-1.81

1.24

6.10

22

1.130

0.278

0.317

80

3.19

-1.41

0.89

4.60

90

1.60

-0.74

0.43

2.34

100

33

The airfoil NACA -2212

Geometric characteristic of airfoil
(in % from chord)
X
Yt
Yb
h

Aerodynamic characteristic of airfoil

Cy

Ccp

-4

-0.17

0.0110

2.5

3.35

-1.96

5.31

-2

-0.01

0.0088

4.62

-2.55

7.17

0.13

0.0088

0.476

7.5

5.55

-2.89

8.44

0.29

0.0135

0.348

10

6.27

-3.11

9.38

0.43

0.0195

0.316

15

7.25

-3.44

10.69

0.59

0.028

0.300

20

7.74

-3.74

11.48

0.73

0.040

0.289

25

7.93

-3.94

11.87

10

0.88

0.055

0.283

30

7.97

-4.03

12.00

12

1.02

0.072

0.278

40

7.68

-3.92

11.60

14

1.16

0.092

0.275

50

7.02

-3.56

10.58

16

1.30

0.113

0.272

60

6.07

-3.05

9.12

18

1.42

0.139

0.270

70

4.90

-2.43

7.33

20

1.54

0.162

0.269

80

3.52

-1.74

5.26

21

1.60

0.203

0.268

90

1.93

-0.97

2.90

22

1.40

0.240

0.300

100

24

1.31

0.310

0.327

34

The airfoil NACA -2214

Geometric characteristic of airfoil
(in % from chord)
X
Yt
Yb
h

Aerodynamic characteristic of airfoil

Cy

Ccp

-5.12

-0.229

0.0162

0.104

2.5

3.8

-2.41

6.21

-3.27

-0.106

0.0131

5.21

-3.15

8.36

-1.51

0.017

0.0116

7.5

6.23

-3.58

9.81

0.3

0.139

0.0127

0.418

10

7.06

-3.90

10.96

2.14

0.264

0.0165

0.327

15

8.20

-4.28

12.48

4.01

0.396

0.0235

0.299

20

8.69

-4.69

13.38

5.79

0.535

0.0325

0.285

25

8.92

-4.94

13.86

7.65

0.678

0.0446

0.279

30

8.97

-5.03

14.00

9.5

0.825

0.0596

0.275

40

8.68

-4.89

13.57

11.39

0.943

0.0764

0.275

50

7.88

-4.44

12.32

13.15

1.057

0.0923

0.261

60

6.05

-3.71

10.66

14.99

1.154

0.110

0.261

70

5.5

-3.02

8.52

16.94

1.226

0.1302

0.260

80

3.96

-2.18

6.44

18.65

1.257

0.1672

0.263

90

2.07

-1.21

3.28

20.43

1.214

0.2041

0.285

100

22.22

1.190

0.2359

0.302

35

The airfoil NACA-23012

Geometric characteristic of airfoil
(in % from chord)
X
0
1.25
2.5
5
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100

Yt

Yb

Ym

0
2.67
3.61
4.91
5.80
6.43
7.19
7.50
7.60
7.55
7.14
6.41
5.47
4.36
3.08
1.68
0.92
0

0
-1.23
-1.71
-2.26
-2.61
-2.92
-3.50
-3.97
-4.28
-4.46
-4.48
-4.17
-3.67
-3.00
-2.16
-1.23
-0.70
0

0
0.77
0.95
1.33
1.60
1.76
1.85
1.77
1.66
1.54
1.33
1.12
0.90
0.68
0.46
0.23
0.11
0

Aerodynamic characteristic of airfoil

h

0
3.90
5.32
7.17
8.41
9.35
10.69
11.47
11.88
12.01
11.62
10.58
9.14
7.36
5.24
2.71
1.62
0

-4
-2
0
2
4
6
8
10
12
14
16
18
20
22
22
24
26
30

Cy

-0.22 0.013
-0.08 0.00955
0.085 0.0071
0.24 0.012
0.385 0.018
0.53 0.025
0.68 0.035
0.835 0.050
0.98 0.067
1.12 0.088
1.28 0.108
1.40 0.130
1.53 0.159
1.63 0.186
1.31 0.255
1.19 0.317
1.045

0.98

Cm
0.046
-0.011
0.028
0.065
0.099
0.134
0.169
0.206
0.242
0.275
0.313
0.342
0.372
0.396
0.382
0.394
0.390
0.393

Ccp
0.330
0.270
0.257
0.253
0.248
0.247
0.247
0.245
0.244
0.245
0.243
0.243
0.292
0.331
0.375
0.400

36

The airfoil NACA - 2309

Geometric characteristic of airfoil
(in % from chord)
X
Yt
Yb
Ym
h

Aerodynamic characteristic of airfoil

Cy

Ccp

-2

0.00

0.009

2.5

2.39

-1.58

0.405

3.97

0.15

0.008

0.490

3.36

-2.01

0.675

5.37

0.30

0.012

0.370

7.5

4.09

-2.24

0.925

6.33

0.45

0.020

0.331

10

4.67

-2.38

1.145

7.05

0.60

0.028

0.310

15

5.54

-2.50

1.52

8.04

0.75

0.040

0.299

20

6.08

-2.52

1.78

8.60

10

0.90

0.054

0.290

25

6.37

-2.51

1.93

8.88

12

1.06

0.074

0.285

30

6.50

-2.50

2.00

9.00

14

1.20

0.094

0.282

40

6.32

-2.39

1.965

8.71

16

1.34

0.120

0.279

50

5.82

-2.13

1.845

7.95

18

1.44

0.142

0.278

60

5.07

-1.78

1.645

6.85

20

1.51

0.188

0.277

70

4.11

-1.38

1.365

5.49

21

1.40

0.238

0.307

80

2.96

-0.97

0.995

3.93

22

1.30

0.310

0.342

90

1.64

-0.54

0.55

2.18

24

1.20

0.380

0.375

100

37

The airfoil NACA 2312

Geometric characteristic of airfoil

Aerodynamic characteristic
of airfoil

(in % from chord)

Yt
Yb
Ym

Cy

Ccp

-2

0.00

0.003

2.5

3.11

-2.16

0.475

5.27

0.13

0.011

0.527

4.31

-2.85

0.73

7.16

0.30

0.014

0.377

7.5

5.18

-3.26

0.96

8.14

0.44

0.020

0.338

10

5.86

-3.52

1.17

9.38

0.58

0.028

0.310

15

6.89

-3.82

1.535 10.71

0.74

0.040

0.297

20

7.54

-3.94

1.80

11.48

10

0.90

0.056

0.289

25

7.88

-3.99

1.945 11.87

12

1.04

0.064

0.284

30

8.00

-4.10

2.00

12.00

14

1.18

0.090

0.273

40

7.77

-3.84

1.965 11.61

16

1.30

0.114

0.279

50

7.14

-3.45

1.845 10.59

18

1.42

0.140

0.276

60

6.21

-2.92

1.645

9.13

20

1.54

0.164

0.276

70

5.02

-2.31

1.355

7.33

21

1.61

0.200

0.276

80

3.62

-1.63

0.995

5.25

22

1.47

0.247

0.302

90

2.00

-1.91

0.545

2 91

24

1.36

0.300

0.316

100

26

1.24

0.360

0.351

38

The airfoil NACA -2315

Geometric characteristic of airfoil
(in % from chord)
X
Yt
Yb
h

Aerodynamic characteristic of airfoil

Cy

Ccp

-4

-0.19

0.013

2.5

3.85

-2.74

6.59

-2

-0.01

0.010

5.26

-3.66

8.92

0.13

0.011

0.510

7.5

6.28

-4.25

10.74

0.30

0.014

0.357

10

7.08

-4.66

11.74

0.42

0.020

0.324

15

8.25

-5.13

13.38

0.53

0.030

0.302

20

8.97

-5.38

14.35

0.72

0.040

0.292

25

9.36

-5.48

14.84

10

0.86

0.054

0.285

30

9.50

-5.50

15.00

12

1.01

0.072

0.279

40

9.22

-5.29

14.51

14

1.10

0.090

0.277

50

8.47

-4.77

13.24

16

1.30

0.110

0.273

60

7.66

-4.06

11.42

18

1.40

0.140

0.274

70

5.95

-3.22

9.17

20

1.53

0.162

0.274

80

4.29

-2.28

6.57

21

1.54

0.172

0.275

90

2.39

-1.26

3.62

22

1.44

0.230

0.297

95

1.30

-0.72

2.02

24

1.40

0.280

0.314

100

26

1.34

0.340

0.324

39

The airfoil NACA-2412

Geometric characteristic of airfoil
(in % from chord)

Aerodynamic characteristic of airfoil

Yt

Yb

Ym

Cy

Cm

Ccp

-4

-0.18

0.012

0.001

--

1.25

2.15

-1.65

0.25

3.80

-2

0.00

0.0088

0.044

__

2.5

2.99

-2.27

0.36

5.26

0.13

0.010

0.076

0.588

4.13

-3.01

0.56

7.14

0.29

0.0128

0.119

0.397

7.5

4.96

-3.46

0.75

8.42

0.42

0.020

0.150

0.355

10

5.63

-3.75

0.94

9.38

0.58

0.030

0.189

0.326

15

6.61

-4.10

1.255

10.71

0.72

0.040

0.224

0.311

20

7.26

-4.23

1.515

11.49

10

0.88

0.052

0.264

0.300

25

7.67

-4.22

1.725

11.89

12

1.00

0.074

0.294

0.294

30

7.88

-4.12

1.88

12.00

14

1.16

0.090

0.334

0.288

40

7.80

-3.80

2.00

11.60

16

1.30

0.112

0.370

0.281

50

7.24

-3.34

1.95

10.58

18

1.40

0.140

0.392

0.281

60

6.36

-2.76

1.80

9.12

20

1.52

0.160

0.424

0.279

70

5.18

-2.14

1.52

7.32

22

1.60

0.192

0.444

0.278

80

3.75

-1.50

1.125

5.25

24

1.34

0.300

0.436

0.325

90

2.08

-0.82

0.63

2.90

26

1.20

0.360

0.428

0.355

95

1.14

-0.48

0.33

1.62

1.10

0.414

0.377

100

28

40

The airfoil NACA-2415

Geometric characteristic of airfoil (in
% from chord)

Aerodynamic characteristic of
airfoil

Yt

Yb

Ym

Cy

-4

-0.18

0.013 -0.050

1.25

2.71

-2.06

0.33 4.77

-2

-0.02

0.010 0.035

2.5

3.71 -2.86

0.43 6.57

0.13 0.012 0.0735 0.557

5.07

0.62 8.91

0.28 0.016 0.110 0.392

7.5

6.06

-4.47

0.80 10.53

0.42 0.020 0.145 0.345

10

6.83 -4.90

0.87 11.73

0.57 0.030 0.182 0.320

15

7.97 -5.42

1.28

13.39

0.71 0.042 0.218 0.307

20

8.70 -5.66

1.52

14.36

10

0.86 0.056 0.255 0.297

25

9.17 -5.70

1.74 14.87

12

1.00 0.071 0.288 0.288

30

9.38 -5.62

1.88 15.00

14

1.15 0.090 0.326 0.283

40

9.25 -5.25

2.00 14.50

16

1.28 0.112 0.360 0.281

50

8.57 -4.67

1.95 13.24

18

1.40 0.136 0.390 0.278

60

7.50 -3.90

1.80 11.40

20

1.50 0.160 0.415 0.276

70

6.10 -3.05

1.53 9.15

22

1.54 0.192 0.425 0.276

80

4.41 -2.15

1.13 6.56

24

1.41 0.280 0.441 0.313

90

2.45 -1.17

0.64 3.62

26

1.31 0.332 0.439 0.335

95

1.34 -0.68

0.33 2.02

28

1.20 0.383 0.425 0.354

30

1.10

100

-3.84

Cx

Cm

Ccp

0.415 0.378

41

The airfoil NACA-2409

Geometric characteristic of airfoil
(in % from chord)
X

Yt

Yb

Ym

Aerodynamic characteristic of
airfoil

Cy

Cx

Cm

Ccp

-0.004

1.25

1.62

-1.23

0.195 2.85

2.5

2.27

-1.66

0.305 3.93 -2

0.00

0.008 0.044

3.2

-2.15

0.525 5.35

0.13

0.008

0.076 0.588

7.5

3.87

-2.44

0.715 6.31

0.29 0.0128

0.118 0.397

-4 -0.192 0.012

10

4.43

-2.60

0.915 7.03

0.43

0.020

0.150 0.352

15

5.25

-2.77

1.24

8.02

0.58

0.028

0.188

20

5.81

-2.79

1.51

8.60

0.72

0.040

0.224 0.311

25

6.18

-2.74

1.72

8.92

10

0.88 0.054

0.264 0.300

30

6.38

-2.62

1.88

9.00

12

1.02 0.070

0.298 0.293

40

6.35

-2.35

2.00

8.70

14

1.18 0.090

0.336 0.287

50

5.92

-2.02

1.95

7.94

16

1.30 0.112

0.370 0.284

60

5.22

-1.63 1.795

6.85

18

1.43 0.140

0.402 0.281

70

4.27

-1.24

1.515 5.51

20

1.50 0.180

0.416 0.277

80

3.10

-0.85

1.125 3.95

22

1.30 0.270

0.444 0.342

90

1.72

-0.47

0.625 2.19

24

1.16 0.370

0.430 0.371

95

0.94

-0.28

0.33

1.22

26

1.08

0.420 0.389

100

28

1.00

0.410 0.410

0.326

42

The airfoil NACA-23015

Geometric characteristic of airfoil
(in % from chord)
X

Yt

Yb

Ym

Aerodynamic characteristic of
airfoil

Cy

-4

-0.21

0.014 -0.042

-0.06

0.011

Cx

Cm

Ccp

1.25

3.34

-1.54

0.90

4.90

-2

2.5

4.44

-2.25

1.095

6.69

0.09 0.0082 0.029

5.89

-3.04

1.425

8.93

0.23 0.014

0.063 0.274

7.5

6.91

-3.61

1.65 10.52

0.39 0.018

0.101 0.259

-4.09

1.78 11.73

0.53 0.027

0.135 0.255

10

7.64

-0.006

0.332

15

8.52

-4.84 1.84

13.36

0.69 0.038

0.173

0.251

20

8.92

-5.41 1.76

14.33

10

0.83 0.051

0.206

0.248

25

9.08

-5.78

1.65

14.86

12

0.98 0.068

0.242

0.247

30

9.05

-5.96

1.55

15.01

14

1.13 0.088

0.278

0.246

40

8.59

-5.92

1.34

14.51

16

1.27 0.108

0.312

0.246

50

7.74

-5.50

1.12

13.24

18

1.40 0.132

0.343

0.245

60

6.61

-4.81 0.90

11.42

20

1.52 0.158

0.372

0.244

70

5.25

-3.91

0.67

9.16

22.2

1.61 0.190

0.393

0.244

80

3.73

-2.83

0.45

6.56

22.2

1.36 0.245

0.375

0.275

90

2.04

-1.59 0.23

3.63

24

1.27 0.288

0.379

0.298

95

1.12

-0.90 0.12

2.02

26

1.18 0.338

0.382

0.324

100

30

1.01

0.372

0.368

43

The airfoil NACA-23009

Geometric characteristic of airfoil
(in % from chord)
X

Yt

Yb

Ym

h
0

Aerodynamic characteristic of airfoil

Cy

-4

-0.22

0.012 -0.0415

-0.09

0.009

Cx

Cm

Ccp

1.25

2.04

-0.91

0.07 2.95

-2

2.5

2.83

-1.19

0.82 4.02

0.09 0.0066 0.031

3.93

-1.44

1.25 5.37

0.225 0.011

0.063 0.280

7.5

4.70

-1.63

1.54 6.33

0.39 0.0165

0.103 0.264

1.74 7.05

0.53

0.023

0.137 0.258

-0.013

0.344

10

5.26

-1.79

15

5.85

-2.17 1.84

9.02

0.69

0.035

0.175

20

6.06

-2.55 2.26

8.61

10

0.83

0.050

0.209 0.252

25

6.11

-2.80

1.66 8.91

12

0.975 0.066

0.244 0.250

30

6.05 -2.96

1.55 9.01

14

1.12

0.088

0.279 0.249

40

5.69

-3.03

1.33 8.72

16

1.29

0.110

0.320 0.248

50

5.09 -2.86

1.12 7.95

18

1.40

0.133

0.347 0.247

60

4.32

-2.53 0.89

6.85

20.3

1.55

0.170

0.383 0.247

70

3.42

-2.08

0.72 5.50

20.3

1.30

0.232

0.383 0.295

80

2.41

-1.51

0.45 3.92

22

1.25

0.290

0.401 0.320

90

1.31

-0.86

0.23 2.17

24

1.16

0.360

0.420 0.362

95

0.72

-0.50

0.11 1.22

26

1.08

0.410 0.380

100

30

0.95

0.389 0.409

0.254

44

The airfoil NACA-32012

Geometric characteristic of airfoil (in %
from chord)
X

Yt

Yb

Ym

Aerodynamic characteristic of
airfoil

Cy

-4

-0.20

0.012 -0.043

Cx

Cm

Ccp

1.25

3.32

-0.86

1.23

4.18

-2

-0.05 0.0078 -0.007

2.5

4.36

-1.11

1.625

5.47

0.10 0.0085 0.030

0.300

5.69

-1.50

2.095

7.19

0.26 0.0128

0.067 0.257

7.5

6.48

-1.91

2.29

8.39

0.40 0.018

0.100 0.250

2.31

9.37

0.55 0.027

0.137 0.249

10

6.99

-2.38

15

7.53

-3.18

2.18

10.71

0.70 0.038

0.173

20

7.80

-3.68

2.06

11.48

10

0.85 0.052

0.208 0.245

25

7.87

-4.00

1.94 11.87

12

1.00 0.070

0.249 0.244

30

7.81

-4.20

1.81 12.01

14

1.16 0.090

0.283 0.244

40

7.35

-4.26

1.55 11.61

16

1.30 0.112

0.318 0.244

50

6.59

-4.00

1.30 10.59

18

1.41 0.136

0.346 0.245

60

5.60

-3.51

1.05

9.11

20

1.54 0.161

0.378 0.245

70

4.46

-2.88

0.79

7.34

21.8

1.62 0.185

0.397 0.245

80

3.15

-2.10

0.53

5.25

21.8

1.26 0.266

0.370 0.302

90

1.71

-1.19

0.26

2.90

24

1.11 0.334

0.386 0.348

95

0.93

-0.69

0.12

1.62

28

1.00

0.379 0.379

100

30

1.97

0.392 0.404

0.247

45

The airfoil NACA-24012

Geometric characteristic of airfoil (in
% from chord)

Aerodynamic characteristic of airfoil

Yt

Yb

Ym

Cy

-4

-0.20

0.012 -0.035

1.25

2.58

-1.34

0.62 3.92

-2

-0.04

0.0075 -0.0035

2.5

3.50

-1.85

0.83 5.35

0.11 0.008

0.0391 0.356

4.80

-2.37

1.22 7.17

0.28 0.013

0.079

0.282

7.5

5.74

-2.70

1.52 8.44

0.42 0.019

0.125

0.298

10

6.44 -2.95

1.75 9.39

0.57 0.027

0.148

0.259

15

7.37 -3.34

2.015 10.71

0.71 0.040

0.1815

0.255

20

7.82 -3.66

2.08

11.48

10

0.86 0.054

0.217

0.252

25

7.96 -3.92

2.02 11.88

12

1.01 0.072

0.252

0.250

30

7.89 -4.11

1.89 12.00

14

1.16 0.092

0.287

0.247

40

7.44 -4.17

1.64 11.61

16

1.30 0.113

0.321

0.246

50

6.66 -3.93

1.40 10.59

18

1.43 0.140

0.352

0.247

60

5.67 -3.47

9.14

20.8

1.59 0.175

0.390

0.245

70

4.48 -2.84

0.82 7.32

21.5

1.60 0.190

0.392

0.245

80

3.18 -2.07

0.56 5.25

21.5

1.38 0.235

0.387

0.280

90

1.73 -1.18

0.28 2.91

24

1.30 0.315

0.388

0.299

95

0.94 -0.67

0.14 1.61

26

1.18 0.368

0.400

0.339

30

1.00

0.461 0.387

0.387

100

1.10

Cx

Cm

Ccp

46

The airfoil CLARK-YH

Geometric characteristic of airfoil
(in % from chord)
X
Yt
Yb
h

Aerodynamic characteristic of airfoil

Cy

Ccp

--16

-0.596

0.203

0.356

2.5

3.10

-2.03

5.13

-12

-0.562

0.095

0.264

4.59

-2.54

7.13

-8

-0.388

0.025

0.196

7.5

5.62

-2.81

8.43

-4

-0.130

0.013

10

6.42

-3.03

9.45

-2

0.000

0.012

15

7.57

-3.24

10.81

0.130

0.013

0.493

20

8.33

-3.25

11.58

0.266

0.023

0.330

30

8.85

-3.14

11.99

0.400

0.072

0.278

40

8.66

-3.00

11.66

0.656

0.043

0.308

50

7.91

-2.84

10.75

10

0.792

0.059

0.300

60

6.71

-2.69

9.40

12

0.924

0.077

0.294

70

5.07

-2.43

7.50

16

1.166

0.118

0.286

80

3.39

-1.98

5.37

18

1.258

0.146

0.286

90

1.73

-1.21

2.94

20

1.28

0.180

0.297

95

0.90

-0.69

1.59

22

1.24

0.239

0.316

100

0.08

-0.08

0.16

24

1.148

0.289

0.344

47

The airfoil CAGI 6-8.3%

Geometric characteristic of airfoil
(in % from chord)
X
Yt
Yb
h

Aerodynamic characteristic of airfoil

Cy

Ccp

-2

0.034

0.0110

2.5

1.80

-0.98

2.78

0.168

0.012

0.619

2.78

-1.23

4.01

0.294

0.016

0.470

7.5

3.62

-1.32

4.94

0.428

0.022

0.298

10

4.29

-1.34

5.63

0.562

0.032

0.359

15

5.26

-1.34

6.60

0.684

0.045

0.342

20

6.05

-1.28

7.33

10

0.808

0.061

0.322

30

7.20

-1.09

8.29

12

0.922

0.067

0.303

40

7.04

-0.90

7.94

14

1.004

0.122

0.298

50

6.63

-0.60

7.23

16

1.038

0.168

0.308

60

5.82

-0.35

6.17

18

1.024

0.231

0.346

70

4.52

-0.28

4.80

80

3.04

-0.16

3.20

90

1.51

-0.07

1.58

100

48

The airfoil MUNK- 1

Geometric characteristic of airfoil
(in % from chord)
X
Yt
Yb
h

Aerodynamic characteristic of airfoil

Cy

Ccp

--3

-0.208

0.009

----

2.5

1.36

-1.36

2.72

1.5

-0.104

0.008

---

1.8

-1.8

3.6

-0.006

0.007

---

7.5

2.1

-2.1

4.2

1.5

0.120

0.008

0.158

10

2.34

-2.34

4.68

0.231

0.011

0.198

15

2.67

-2.67

5.34

4.5

0.341

0.014

0.237

20

2.88

-2.88

5.76

0.458

0.020

0.240

30

3.05

-3.05

6.1

0.667

0.034

0.264

40

2.85

-2.85

5.7

12

0.782

0.101

0.275

50

2.53

-2.53

5.06

15

0.805

0.196

0.2286

60

2.08

-2.08

4.16

18

0.788

0.257

0.312

70

1.54

-1.54

3.08

21

0.742

0.297

---

80

0.91

-0.91

1.82

90

0.20

-0.20

0.40

100

49

Appendix 2
THE STANDARD ATMOSPHERE IN SYSTEM SI.
Height.
,
m

Temperature Pressure
PH,
tH,
0
C
Pa

kg/m3

Relative
density,
=/0

Density

Acoustic
speed
m/s
km/h

-1000

21.5

113920

1.347

1.099

344.1

1238

15

101325

1.225

1.000

340.2

1225

1000

8.5

89860

1.11

0.907

336.4

1211

2000

2.0

79500

1.006

0.821

332.5

1197

3000

-4.5

70130

0.909

0.742

328.5

1183

4000

-11.0

61595

0.819

0.668

324.5

1168

5000

-17.5

54000

0.736

0.601

320.5

1154

6000

-24.0

47200

0.660

0.539

316.4

1139

7000

-30.5

41060

0.590

0.482

312.2

1124

8000

-37.0

35600

0.526

0.420

308

1109

9000

-43.5

30800

0.467

0.381

303.8

1093

10000

-50.0

26400

0.413

0.337

299.4

1078

11000

-56.5

22665

0.365

0.298

295

1062

12000

-56.5

19385

0.312

0.254

295

1062

13000

-56.5

16570

0.266

0.217

295

1062

14000

-56.5

14160

0.228

0.186

295

1062

16000

-56.5

10280

0.166

0.137

295

1062

18000

-56.5

7560

0.120

0.099

295

1062

20000

-56.5

5520

0.088

0.072

295

1062

50

Appendix 3
RELATIVE CIRCULATION BY WINGSPAN STRAIGHT TRAPEZOIDAL
CENTER-SECTION-LESS FLAT WING
f (5 10)

z =2z/l
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
0.95
1

= 1
1.1225
1.1261
1.1196
1.1096
1.0961
1.0765
1.0457
0.9954
0.9138
0.7597
0.6599
0

= 2
1.2721
1.2624
1.2363
1.1890
1.1299
1.0590
0.9814
0.8988
0.8032
0.6513
0.5151
0

= 3
1.3435
1.3298
1.2908
1.2228
1.1484
1.0570
0.9571
0.8538
0.7430
0.6090
0.4593
0

= 4
1.3859
1.3701
1.3245
1.2524
1.1601
1.0543
0.9419
0.8271
0.7051
0.5434
0.4092
0

= 5
1.4157
1.3987
1.3490
1.2711
1.1703
1.0561
0.9343
0.8098
0.6784
0.5115
0.3798
0

Comment.
1. Wing has not center-section (2 lc = 0).
2. Wing is flat.
2
3. Wing aspect ratio is equal to Lw S w .
4. Wing taper is equal to b0 / bt .
5. For low-wing monoplane f is given from board rib, for mid-wing and high-wing f
is given from axial rib.
6. If wing taper differentiates from table data then valises f are calculated by linear
interpolation.

51

Appendix 4
THE (45) AMENDMENT FOR WING SWEEP ON THE CHORDS FOURTH
WHICH IS EQUAL 45.
2z/l
0
0.1
0.2
0.3
0.4
0.5

s (45)
-0.235
-0.175
-0.123
-0.072
-0.025
0.025

2z/l
0.6
0.7
0.8
0.9
0.95
1.00

s (45)
0.073
0.111
0.135
0.140
0.125
0

52

Appendix 5
MINISTRY OF EDUCATION AND SCIENCE OF UKRAINE
National Aerospace University
Kharkiv Aviation Institute

Strength Department

CALCULATION OF WING LOADS

Explanatory book
(ALL THE WAY-0000-0000LEB)

Fulfilled by:
Checked up by:

Kharkiv 2015
53

REFERENCES
1.
2.
3.

. .
. . . 1985.
. .
. . . 1992.
. .. . .
. . 1978.

54

CONTENTS
INTRODUCTION....3
1. AIRPLAIN GENERAL DATA4
1. 1. WINGS GENERAL DATA5
1.2. WINGS GEOMETRICAL DATA..5
2. DETERMINATION OF LIMIT LOAD FACTOR...10
3. WINGS MASS DATA 10
4. WINGS LOADS CALCULATION ....13
4.1. AIR LOADS ALLOCATION BY THE WINGS SPAN. 16
4.2. THE WING STRUCTURE MASS LOAD ALLOCATION....17
4.3. CALCULATION OF THE TOTAL DISTRIBUTED LOAD ON A WING.17
4.4. THE CHEAR FORCES. BENDING AND REDUCED MOMENTS DIAGRAMS
PLOTTING 18
4.5. LOAD CHECKING FOR WING ROOT CROSS SECTION25
4.6. CALCULATION OF SHEAR FORCES POSITION IN THE DESIGN CROSS
SECTION...25
APPENDIXIES..27
APPENDIX 1.CHARACTERISTIC OF AIRFOIL..28
APPENDIX 2. THE STANDARD ATMOSPHERE IN SYSTEM SI .......50
APPENDIX 3. RELATIVE CIRCULATION BY WINGSPAN51
APPENDIX 4. THE (45) AMENDMENT FOR WING SWEEP 52
APPENDIX 5. THE COVER PAGE ....53
REFERENCES54

D:\\Users\kir\Strength analysis 15\HT15A.doc

55