DESIGN AND ANALYSIS OF A TELESCOPIC WING

MADE OF COMPOSITE MATERIAL

Unnikrishnan V Arun Roy Chirayath Akshay Rohith Sha

The development of morphing wing technologies for flight regime

adaptation has received great interest from Researchers and engineers in the
past years. This report in one such research where we have designed a morphing
wing structure to our aircraft to adaptive mechanisms and structures. Our report
deals with developing an aircraft with a morphing wing in a high-performance
aircraft that can operate efficiently in multiple flight conditions by changing its
external shape. Morphing can encompass many aspects of the aircraft design,
including the location, shape, area and angle of the wings, tail or fuselage. This
new concepts and technology has developed and enhance the overall flight
performance of aircraft, enabling new approaches to the design of aircraft and
improving multi-mission flexibility.

MORPHING
Morphing changing ones image into another through a seamless
transition. Morphing is generally achieved using either smart materials
(materials which have one or more properties that can be significantly changed,
in a controlled manner, by external stimuli), or structural morphing.

The Morphing Aircraft Project (2005-2008)

The morphing aircraft project at the University of Bristol was funded by the
European Commission through a Marie Curie Excellence Grant. The project
took a systems view of morphing aircraft structures and considered the
structural design, airflow, structural dynamics, flight control system, aero servo
elasticity, and sensors and actuators. All these areas interact extensively, for
example designing how the structure changes shape is critically dependent on
the aerodynamic loads and the required flight control. While each topic is a
huge area in its own right, a systems approach is the only appropriate way
forward. There were five major topics of interest:

 Active winglets as multi-axis effectors;

 Multistable composite structures;
 Aeroelastic tailoring;
 Compliant mechanisms; and
 Flight mechanics of flexible aircraft.

OBJECTIVE AND SCOPE OF THE PROJECT

The literature study of the project through some of the resent designs
shows that the morphable wing having more scope in the fields of improved
aircraft performance for extent its flight envelope, extent performance reduced
drag, vibration and improved range. Morphing changing ones image into
another through a seamless transition. Morphing is generally achieved using
either smart materials (materials which have one or more properties that can be
significantly changed, in a controlled manner, by external stimuli), or structural
morphing. And here we are using the composite material as the material for the
wing design, large deformations of the morphing aircraft the orthotropic
properties of composite material is used.
External telescoping wing section with rectangular platform

This concept involves rectangular inboard and outboard wing sections as

shown in Figure, allowing for uniform cross sections within each wing segment.
The outboard section must have a hollow cross section to allow the outboard
section to slide over the inboard section. This will reduce the wing structural
weight in the outboard section, but will also result in the outboard section
having a greater chord than the inboard section. Consequently, the taper ratio
for the entire wing would be greater than one, resulting in increased lift
generation at the wingtip.

Fig 10

Internal telescoping wing section with rectangular platform

This concept involves rectangular inboard and outboard wing sections

shown in Figure, allowing for uniform cross sections within each wing segment.
The inboard section must have a hollow cross section for the majority, if not the
entire, inboard span. This arrangement allows the outboard section to retract
within the inboard section and gives the overall wing platform a taper ratio of
less than one due to the reduction of chord between the inboard and outboard
sections required for structural supports. The hollow cross section of the inboard
wing will result in reduced structural integrity.

Fig 11

Tapered inboard platform with internal telescoping rectangular

wing tip
This concept involves a tapered inboard section and a rectangular
outboard wing section as shown in Figure, requiring varying cross sections
within the inboard wing segment. The inboard section must have a hollow cross
section for the majority, if not the entire, inboard span. This arrangement allows
the outboard section to retract within the inboard section and gives an overall
wing platform taper ratio of less than one. The hollow cross section of the
inboard wing will result in reduced structural integrity. However, the increased
root chord will improve the structural integrity of the wing. This wing will not
benefit from the usual structural benefit of reducing weight towards the wing tip
due to the structural reinforcement required for the telescoping outboard
section.
 Fig 12
Wing mechanism
The wing mechanism conceptual design involved the development of the
support structure for the outboard wing which involved the use of guide rails
and rollers.

Rails
The choice of a mechanism that extends and retracts the wings and tail
requires the use of a set of guide rails. Both square cross-section rails and
circular cross-section rails were investigated. Square cross section rails provided
an increased likelihood of the rails seizing under load if the rails were slightly
misaligned. Additionally, it was found that square cross-section material was
more difficult to source, which would make the procurement of the components
more difficult. Hence, two circular cross section rails were chosen for the
design, as this configuration uses readily-available components and has the
highest probability of success. The twin rail design is shown in Figure.
 Fig 13

Rollers
It was determined that rollers would be required to guide the wings and
tail during the morphing process. Two roller configurations were investigated
throughout the design of the morphing mechanism. The first configuration
involved two sets of rollers on each wing, as shown in Figure (a). The first set
of rollers was positioned on the inboard wing tip rib and the second set of
rollers was positioned on a rib further inboard. Although the second set of
rollers would guide the outboard wing more accurately then one set of rollers,
the design posed several challenges due to the position of the rollers within the
wing. Firstly, their position increased the difficulty of installation, as there
would be no direct access to the rollers during the assembly of the aircraft.
Secondly, if at any stage the rollers required maintenance or repairs, a lack of
direct access would make this nearly impossible. It was also shown that a
second set of rollers was not required for the morphing mechanism to work
successfully, and would have been a redundant system adding unnecessary
weight and complexity to the aircraft. Hence, the second roller configuration,
using only one set of rollers on each inboard wing tip rib, was chosen for the
final design for simplicity, ease of access and reduced weight.

Fig 14

Fig 15
Rack and pinion
The rack and pinion concept for the wing can be seen in Figure, and the
rack and pinion concept for the tail can be seen in Figure. A rack and pinion
meets the system requirements and requires low maintenance. However, the
mechanism is heavy, and procurement of the materials and components required
to manufacture a custom mechanism would be difficult.

Fig 16

Winch
A winch is a mechanical device that is used to extend, retract or adjust the
tension of a rope, wire or cable. The winch concept for the wing can be seen in
Figure and the winch concept for the tail can be seen in Figure. A winch is
cheap to manufacture, meets system requirements, utilises components and
materials that are readily available, is easy to maintain and is simple. However,
a winch system is heavy, as it requires a large rope, wire or cable running the
full span of each wing and the full length of the fuselage.

Fig 17
Pneumatics
Pneumatics involves the use of pressurized gas to create mechanical
motion. The pneumatic concept for the wing can be seen in Figure, and the
pneumatic concept for the tail can be seen in Figure. A pneumatic system meets
the system requirements, requires minimal maintenance and is reliable.
However, a pneumatic system is expensive, difficult to integrate, exceedingly
heavy and complex to operate.
 Fig 18

MATERIALS

ALUMINIUM:-
The history of world aviation is closely related to aluminium and the
history of creating aluminium alloys, and the more durable and reliable
aluminium became, the higher, farther and safer airplanes flew. But, before it
became the essential and most important material for aircraft manufacturers,
aluminium navigated a long route from pure metal to high-strength alloys.
In 1909 the ultra-strong alloy steel was found DURALUMIN (aluminium,
copper (1.3%), magnesium (2.8%) and manganese (1%)). In fact, this metal
became the base for development of aircraft alloys.

At present, aluminium is used in the aviation industry everywhere in the

world. From two thirds to three quarters of a passenger plane’s dry weight, and
from one twentieth to half of a rocket’s dry weight accounts for the share of
aluminium in airborne craft. The casing of the first Soviet satellite was made of
aluminium alloys. The body casing of American ‘Avantgarde’ and ‘Titan’
rockets used for launching the first American rockets into the orbit, and later on
– spaceships, was also made of aluminium alloys. They are used for
manufacturing various components of spaceship equipment: brackets, fixtures,
chassis, covers and casing for many tools and devices.

2xxx, 3xxx, 5xxx, 6xxx, and 7xxx series alloys are widely used in
aviation. The 2xxx series is recommended for operation at high working
temperatures and with high destruction viscosity rates. 7xxx series alloys – for
operation at lower temperatures of highly-loaded parts and for parts with high
resistance to corrosion under stress. For less loaded components, 3xxx, 5xxx,
and 6xxx series alloys are used. They are also used in hydraulic, oil and fuel
systems.

Aluminium alloys have a certain advantage for creating space equipment

units. High values of specific strength and the specific rigidity of the material
enabled the tanks, inter-tank and casing of the rocket to be manufactured with
high longitudinal stability. The advantages of aluminium alloys also include
their high performance under cryogen temperatures in contact with liquid
oxygen, hydrogen, and helium. The so-called cryogen reinforcement happens in
these alloys, i.e. the strength and flexibility increase parallel to the decreasing
temperature.

Engineers and manufacturers never cease to study the properties of

aluminium, developing more and more new alloys for construction of aircraft
and spaceships. Who knows, maybe, what the modern science-fiction books
write about will be realised very soon.
COMPOSITE MATERIAL:-
Composite materials are widely used in the Aircraft Industry and have
allowed engineers to overcome obstacles that have been met when using the
materials individually. The constituent materials retain their identities in the
composites and do not dissolve or otherwise merge completely into each other.
Together, the materials create a 'hybrid' material that has improved structural
properties.

The development of light-weight, high-temperature resistant composite

materials will allow the next generation of high-performance, economical
aircraft designs to materialize. Usage of such materials will reduce fuel
consumption, improve efficiency and reduce direct operating costs of aircrafts.

Composite materials can be formed into various shapes and, if desired,

the fibres can be wound tightly to increase strength. A useful feature of
composites is that they can be layered, with the fibres in each layer running in a
different direction. This allows an engineer to design structures with unique
properties. For example, a structure can be designed so that it will bend in one
direction, but not another

Aviation and Composites

Composite materials are important to the Aviation Industry because they
provide structural strength comparable to metallic alloys, but at a lighter weight.
This leads to improved fuel efficiency and performance from an aircraft.

The Role of Composites in the Aviation Industry

Fibreglass is the most common composite material, and consists of glass
fibres embedded in a resin matrix. Fibreglass was first used widely in the 1950s
for boats and automobiles. Fibreglass was first used in
the Boeing 707 passenger jet in the 1950s, where it comprised about two
percent of the structure. Each generation of new aircraft built by Boeing had an
increased percentage of composite material usage; the highest being 50%
composite usage in the yet-to-be-released 787 Dreamliner.

Boeing 787 Dreamliner

Boeing's 787 Dreamliner will be the first commercial aircraft in which
major structural elements are made of composite materials rather than
aluminum alloys.[4] There will be a shift away from archaic fibreglass
composites to more advanced carbon laminate and carbon sandwich composites
in this aircraft. Problems have been encountered with the Dreamliner's wing
box, which have been attributed to insufficient stiffness in the composite
materials used to build the part. This has lead to delays in the initial delivery
dates of the aircraft. In order to resolve these problems, Boeing is stiffening the
wing boxes by adding new brackets to wing boxes already built, while
modifying wing boxes that are yet to be built.

Testing of Composite Materials

It has been found difficult to accurately model the performance of a
composite-made part by computer simulation due to the complex nature of the
material. Composites are often layered on top of each other for added strength,
but this complicates the pre-manufacture testing phase, as the layers are oriented
in different directions, making it difficult to predict how they will behave when
tested.

Mechanical stress tests can also be performed on the parts. These tests start with
small scale models, then move on to progressively larger parts of the structure,
and finally to the full structure. The structural parts are put into hydraulic
machines that bend and twist them to mimic stresses that go far beyond worst-
expected conditions in real flights.
Factors of Composite Material Usage

Weight reduction is the greatest advantage of composite material usage

and is one of the key factors in decisions regarding its selection. Other
advantages include its high corrosion resistance and its resistance to damage
from fatigue. These factors play a role in reducing operating costs of the aircraft
in the long run, further improving its efficiency. Composites have the advantage
that they can be formed into almost any shape using the moulding process, but
this compounds the already difficult modelling problem.

A major disadvantage about use of composites is that they are a relatively

new material, and as such have a high cost. The high cost is also attributed to
the labour intensive and often complex fabrication process. Composites are hard
to inspect for flaws, while some of them absorb moisture. Even though it is
heavier, aluminum, by contrast, is easy to manufacture and repair. It can be
dented or punctured and still hold together. Composites are not like this; if they
are damaged, they require immediate repair, which is difficult and expensive.

Fuel Savings with Reduced Weight

Fuel consumption depends on several variables, including: dry aircraft

weight, payload weight, age of aircraft, quality of fuel, air speed, weather,
among other things. The weight of aircraft components made of composite
materials is reduced by approximately 20%, such as in the case of the 787
Dreamliner.
Modelling of the wing using CATIA

Introduction to CATIA
CATIA (Computer Aided Three-dimensional Interactive Application) is a
multi-platform CAD/CAM commercial software suite developed by the French
company Dassault Systemes and marketed worldwide by IBM. Written in
the C++programming language, CATIA is the cornerstone of the Dassault
Systemes product lifecycle management software suite. The software was
created in the late 1970s and early 1980s to develop Dassault's Mirage fighter
jet, and then was adopted in the aerospace, automotive, shipbuilding, and other
industries.
Initially named CATI (Conception Assistée Tridimensionnelle
Interactive — French for Interactive Aided Three-dimensional Design) it was
renamed CATIA in 1981, when Dassault created a subsidiary to develop and
sell the software, and signed a non-exclusive distribution agreement with IBM.

Commonly referred to as 3D Product Lifecycle Management software

suite, CATIA supports multiple stages of product development, from
conceptualization, design (CAD), manufacturing (CAM), and engineering
(CAE).

CATIA can be customized via application programming interfaces (API).

V4 can be adapted in the FORTRAN and C programming languages under an
API called CAA (Component Application Architecture). V5 can be adapted via
the Visual Basic and C++ programming languages, an API called CAA2 or
CAA V5 that is a component object model (COM)-like interface.
CATIA in aerospace
The Boeing Company used CATIA V3 to develop its 777 airliner, and is
currently using CATIA V5 for the 787 series aircraft. They have employed the
full range of Dassault Systemes' 3D PLM products — CATIA, DELMIA,
and ENOVIA LCA — supplemented by Boeing developed applications.

The development of the Indian Light Combat Aircraft has been using
CATIA V5.Chinese Xian JH-7A is the first aircraft developed by CATIA V5,
when the design was completed on September 26, 2000. European aerospace
giant Airbus has been using CATIA since 2001. Canadian aircraft
maker Bombardier Aerospace has done all of its aircraft design on CATIA. The
Brazilian aircraft company, EMBRAER, use Catia V4 and V5 to build all
airplanes. Vought Aircraft Industries use CATIA V4 and V5 to produce its
parts.

The British Helicopter company, Westland, use CATIA V4 and V5 to

produce all their aircraft. Westlands is now part of an Italian company called
Finmeccanica the joined company calls themselves AgustaWestland. The main
supplier of helicopters to the U.S Military forces, Sikorsky Aircraft Corp, uses
CATIA as well.

We decided to use CATIA version because of its simplicity and user

friendly options, compared with other software’s CATIA is easy and more
advanced; it is specially designed software for aerospace applications.

The basic requirements to design a wing section

 Airfoil co-ordinates

 Wing span

 Chord length

 Rib thickness , number of ribs

  Spar thickness , chordwise location

 Stringer thickness, number of stringers at top and bottom

Spar
A beam in wing placed in the direction of the wing span that provides
strength to the wing by preventing bending loads from breaking the wing. In
a fixed-wing aircraft, the spar is often the main structural member of the wing,
running spanwise at right angles to the fuselage. The spar carries flight loads
and the weight of the wings whilst on the ground. Other structural and
forming members such as ribs may be attached to the spar or spars,
with stressed skin construction also sharing the loads where it is used. There
may be more than one spar in a wing or none at all. However, where a single
spar carries the majority of the forces on it, it is known as the main spar. The
wing spar provides the majority of the weight support and dynamic load
integrity of cantilever monoplanes, often coupled with the strength of the wing
'D' box itself. Together, these two structural components collectively provide
the wing rigidity needed to enable the aircraft to fly
safely. Biplanes employing flying wires have much of the flight loads
transmitted through the wires and interplane struts enabling smaller section and
thus lighter spars to be used.

Ribs
We have seen that the spars are the spanwise members while the ribs are
chordwise members. It transmits the loads to the main spar elements, and it
makes the wing shape, because ribs are having airfoil shape there are several
types of ribs are available for wing construction they are Form-ribs, plate-type
ribs, truss ribs, closed-ribs, forged ribs and milled ribs, where form-ribs are used
for light to medium loading. Form-ribs are made from a sheet of metal bent into
shape.
Stringers
In wing construction the stringers are thin strip of wood, metal or carbon
fibers in which the skin of wing is attached. Stringers are similar to longerons,
the difference is the longerons are used for fuselage construction while the
stringers are used for wing construction and the number of elements is less in a
fuselage compared to wing but heavier than stringers.

Lightening holes
The holes provided in the wing rib section this is mainly for weight
reduction and also to provide space for fuel tank and pipe lines and some
control systems in large aircraft.

Selection of elements
Normally spar having ‘I’ section having web and flanges, but it was
decided to have only the web section so it will be like a rectangular section this
is to reduce the weight and structural difficulty and it is also a small aircraft it is
desirable to use small thickness rectangular spar for the construction.

Stringer is normally having ‘L’ shape and it was decided to use minimum
thickness stringers from some existing ultralight aircrafts. Rib is an element
which is having exactly the airfoil shape so the thickness is enough to construct
the rib section in designing software. Now we have the dimensions and
structural element details, the next step is to design the wing section with the
dimensions obtained from above calculations by using CATIA V5R17.
 Fig 19 (A typical example of spar and stringers)

The below parameters are needed to design in CATIA

Wing span =9.144 m

Wing chord = 1.524 m

Rib thickness = 4.572 mm

Number of ribs = 15

Spar thickness = 3 mm

Number of spars = 2

Stringer thickness = 2mm, and 16 stringers are used.

The values which have been mentioned above are from an existing
ultralight aircrafts,

Now we need the airfoil co-ordinates to initiate our design process in CATIA
the airfoil co-ordinates obtained from winfoil
X Upper Y Upper X Lower Y Lower

0.0000 0.0470 0.0000 0.0470

0.1070 0.6160 0.1070 -0.4530

0.4280 1.2540 0.4280 -0.8980

0.9610 1.9430 0.9610 -1.2960

1.7040 2.6520 1.7040 -1.6510

2.6530 3.3520 2.6530 -1.9590

3.8060 4.0270 3.8060 -1.2.2140

5.1560 4.6670 5.1560 -2.4140

6.6990 5.3130 6.6990 -2.5670

8.4270 5.9390 8.4270 -2.6800

10.2230 6.5520 10.3320 -2.7630

12.4080 7.1340 12.4080 -2.8160

14.6450 7.6600 14.6450 -2.8390

17.0330 8.1130 17.0330 -2.8320

19.5620 8.4830 19.5620 -2.7950

22.2210 8.7740 22.2210 -2.7340

25.0000 8.9960 25.0000 -2.6530

27.8860 9.1580 27.8860 -2.5590

30.8660 9.2660 30.8660 -2.4580

33.9280 9.3180 33.9280 -2.4510

37.0590 9.3120 37.0590 -2.2420

43.4740 9.1280 43.4740 -2.0180

50.0000 8.7190 50.0000 -1.7920

56.5260 8.1050 56.5260 -1.5660

62.9410 7.3190 62.9410 -1.3450

69.1340 6.4050 69.1340 -1.1310

75.0000 5.4120 75.0000 -0.9280

80.4380 4.3940 80.4380 -0.7410

85.3550 3.4000 85.3550 -0.5750

89.6680 2.4750 89.6680 -0.4290

93.3010 1.6560 93.3010 -0.3020

96.1940 0.9720 96.1940 -0.1900

98.2960 0.4480 98.2960 -0.0940

99.5720 0.1150 99.5720 -0.0250

100.0000 0.0000 100.0000 0.0000

CLARK Y airfoil co-ordinates

Ribs, spars and stringers spacing

Rib: It was decided to use 15 ribs along the span length, and we want to place it
with equidistance between each, so the distance between each rib can be
calculated from the wing span length

The wing span = 9144 mm

The distance between each rib = 9144/15 = 609.6 mm

And the thickness of all rib is same which is equal to 4.572 mm, and this value
is taken from the survey of rib design for ultralight aircraft’s wing having
almost same specifications.

Spar: We have already mentioned that it is desirable to place the spar at 30%
of chord from leading edge which is said to be front spar, and 70% of chord
from the leading edge which is said to be rear spar. And we have the chord
length as 1524 mm. Now the 30th position is 457.2 mm and the 70% position is
1066.8 mm. And the thickness of spar is 3 mm this value is also from survey
Stringers: The stringers having L shape and it was decided to use eight
stringers at the top and eight stringers at the bottom. The spacing between each
stringer is with respect to the chord length

Stringer no Distance in mm
1 149
2 298
3 469
4 613
5 758.26
6 903.364
7 1051.784
8 1198.485

(Upper surface stringers)

Stringer no Distance in
mm
1 149
2 298
3 450
4 599
5 748
6 897
7 1046
8 1195

(Lower surface stringers)

The thickness of the stringer is taken as 2mm from the survey; the stringer has a
shape like ‘L’ arm and its dimension is 8mm each.
Now we have all the requirements to design the wing section in CATIA
there are several steps in which it can be completed
Steps involved
 The airfoil co-ordinates are obtained from the winfoil as a text
file
 The co-ordinate file is imported to javafoil here the basic
analysis also can be done for the airfoil profile like pressure
distribution, boundary layer transition points and flow field
visualization for various angles of attack,
 Then from javafoil the airfoil co-ordinates saved as dxf file
which means drawing exchange file
 In CATIA the dxf file is opened then we will have the airfoil
section directly imported in draft workbench, we have
converted this file to part design the default chord length is as 1
but we want as 1.524 mm, so the value is changed to our
requirement.
 Now the airfoil section is ready to pad as a rib section, then it is
extruded with 4.524 mm thickness
 Now we have the required rib section next we patterned it by
using rectangular pattern option for the wing span with 15
numbers
 We have 15 ribs, the total length is the distance between the
first rib to final rib, now by selecting the second rib we can
provide the lightening holes the number of holes is five and
distance between each hole is 149.65
 After providing the lightening holes we have selected the first
rib and projected the airfoil section, after that we sketched the
spar as per the dimensions and extruded it up to last with the
required thickness, now we have finished the spar design with
ribs and holes
 The remaining design is stringers here also we are projected the
first rib then we have sketched the L section with the dimension
as 8,8 and with the required distance from the leading edge
 Then we have marked 7 points in upper surface into which the
same sketch to be pattern this is done by using user pattern
option
 We almost completed the internal structural design for the wing
section after that using surface workbench we have applied the
skin with the required thickness
 We have completed the structural design by using CATIA.

Fig 20

Fig 21
COMPUTATIONAL FLUID DYNAMICS

INTRODUCTION TO CFD:

CFD is a science of predicting fluid flow, heat and mass transfer, chemical
reaction and related performance by solving the set of governing mathematical
equations of fluid dynamics the continuity, momentum and energy equations.
These equations speak physics.

NUMERICAL DISCRETIZATION TECHNIQUES:

In this process of numerical discretization each term within a partial

differential equation is translated into a numerical analogue that the computer
can be programmed to calculate. Some of the numerical discretization
techniques

a. Finite Difference method

b. Finite Element method

c. Finite Volume method

FINITE VOLUME METHOD:

Finite volume method was actually derived from finite element method.
The numerical algorithm for these methods consists of following steps,

a. Integration of the governing equations of flow over all the finite control
volumes of the computational domain. This step distinguishes this method from
the other discretization techniques.
b. With some finite difference approximations these integral equations are being
converted into the algebraic equations.

c. These algebraic equations are solved on an iterative basis

One such commercial CFD code, which uses the finite volume approach, is
FLUENT, which has been employed for the present study.

Steps involved in flow analysis

Problem Specification
Step 1:
 Create Geometry in GAMBIT
 Start GAMBIT
 Import Edge
 Create Far field Boundary
 Create Faces

Step 2:
 Mesh Geometry in GAMBIT
 Mesh Faces
 Split Edges
Step 3:
 Specify Boundary Types in GAMBIT
 Group Edges
 Define Boundary Types
 Save Your Work
 Export Mesh
 Step 4:
 Set Up Problem in FLUENT
 Launch FLUENT
 Import File
 Analyze Grid
 Define Properties
Step 5:
 Solve!
Step 6:
 Analyze Results
 Plot Velocity Vectors

5.21 Finite Element Analysis

The finite element method involves discretising a physical domain into
small sub domains, known as elements, over which piecewise continuous field
variables such as velocity, stress, pressure, or temperature can be approximated.
Since the actual variation of the field variable inside the element is not known,
some approximating functions are needed to describe this variation. These
approximating functions are similar to trial functions since they interpolate the
field values at the nodal points of each element. Knowing the geometric and
material properties of each element, suitable field equations such as equilibrium
or heat balance can be written, and the elemental stiffness matrix can be
obtained, usually by minimizing the potential energy of this unit system.
The elements are connected together at nodal points, forming a
continuum for the entire model. The element stiffness matrices are assembled
for the whole discretised body to obtain the global stiffness matrix [K]. The new
unknowns are the noda1 values of the field variable throughout the assemblage
of elements. The overall equilibrium equations are modified to account for
boundary conditions of the problem, which generally yields the global
equilibrium equation in terms of banded matrices.

The general solution of an engineering problem can be described in a

step-by-step procedure. This sequence of steps describes the actual solution
process which is fol1owed in setting up and solving field equations, and is
summarized as follows:
 Idealization of the structure: the geometrical features of the
structure are simplified in order to accommodate sensible
discretisation.
 Discretisation of the structure: in this case, the body is subdivided
into an equivalent system of finite elements. The type, size and
number of elements are dictated by the geometrical features of the
component, applied loads and constraints, accuracy needed and
CPU floating point power.
 Choice of interpolation or displacement function: the assumed
displacement function approximates the actual or exact distribution
of the displacement field within the continuum. In general, the
interpolation function is taken in the form of a polynomial; the
number of terms that can be retained in the polynomial is limited
by practical considerations.
 Derivation of the element stiffness matrix: the stiffness matrix is
composed of the coefficients of the equilibrium equations derived
from the material and the geometric properties of an element and
 obtained by the use of the principle of minimum potential energy
(equilibrium condition).
 Assembly of element equations for the overall discretised body:
this process includes the assembly of the global stiffness matrix for
the entire body from the individual element stiffness matrices and
the global vector {F} from the element nodal force vectors {F""}.
 Solution for the unknown nodal displacements: the overall
equilibrium equations have to be modified to account for the
boundary conditions of the problem.
 Computation of element strains and stresses from nodal
displacements: having determined the primary unknowns (nodal
displacements), it is often necessary to use these nodal
displacements to determine the element strains and stresses by
using the appropriate solid mechanics equations.
With the availability of many powerful linear and nonlinear finite element
packages, the development of the solution programs was not considered in this
study. The work concentrates on the mechanics and design aspects of the fir-
tree joint rather than the numerical aspect of programmability.
This work has been developed using ANSYS WORKBENCH, a finite
element package which contains a pre-processor, a number of solvers and a
post-processor. The pre-processor allows the user to rapidly create two- and
three-dimensional finite element models and prepare the model for analysis
through automatic model checking routines. The frontal solver (two
dimensional) was used to accommodate the geometrical nonlinearities occurring
in the fir tree joint. The general post-processor allows the user to review results
over the entire model at specific load steps and sub steps.
General Steps involved in ANSYS

Like solving any problem analytically, you need to define (1) your
solution domain, (2) the physical model, (3) boundary conditions and (4) the
physical properties. You then solve the problem and present the results. In
numerical methods, the main difference is an extra step called mesh generation.
This is the step that divides the complex model into small elements that become
solvable in an otherwise too complex situation. Below describes the processes
in terminology slightly more attune to the software,

Build Geometry

Construct a two or three dimensional representation of the object to

be modeled and tested using the work plane co-ordinate system within ANSYS.

Define Material Properties

Now that the part exists, define a library of the necessary materials
that compose the object (or project) being modeled. This includes thermal and
mechanical properties.

Generate Mesh

At this point ANSYS understands the makeup of the part. Now

define how the modeled system should be broken down into finite piece.

Apply Loads

Once the system is fully designed, the last task is to burden the
system with constraints, such as physical loadings or boundary conditions.
Obtain Solution

This is actually a step, because ANSYS needs to understand within

what state (steady state, transient… etc.) the problem must be solved.

Present the Results

After the solution has been obtained, there are many ways to present
ANSYS’ results, choose from many options such as tables, graphs, and contour
plots.

Structural analysis

Structural analysis is probably the most common application of the finite

element method as it implies bridges and buildings, naval, aeronautical, and
mechanical structures such as ship hulls, aircraft bodies, and machine housings,
as well as mechanical components such as pistons, machine parts, and tools.

Static Analysis
Used to determine displacements, stresses, etc. under static loading
conditions. ANSYS can compute both linear and nonlinear static analyses.
Nonlinearities can include plasticity, stress stiffening, large deflection, large
strain, hyper elasticity, contact surfaces, and creep.

Transient Dynamic Analysis

Used to determine the response of a structure to arbitrarily time-varying
loads. All nonlinearities mentioned under Static Analysis above are allowed.
Coupled fields
A coupled-field analysis is an analysis that takes into account the
interaction (coupling) between two or more disciplines (fields) of engineering.
A piezoelectric analysis, for example, handles the interaction between the
structural and electric fields: it solves for the voltage distribution due to applied
displacements, or vice versa. Other examples of coupled-field analysis are
thermal-stress analysis, thermal-electric analysis, and fluid-structure analysis.
Some of the applications in which coupled-field analysis may be
required are pressure vessels (thermal-stress analysis), fluid flow constrictions
(fluid-structure analysis), induction heating (magnetic-thermal analysis),
ultrasonic transducers (piezoelectric analysis), magnetic forming (magneto-
structural analysis), and micro-electro mechanical systems (MEMS).

Steps involved in wing analysis

 The designed wing section should be saved in IGES (Initial Graphics
Exchange Specification) format,
 Then this wing section can be opened in ANSYS workbench.
 In workbench there are lot of analysis phases available in which we are
going to use static structural because, here the wing will be considered as
a cantilever beam and then the lift is considered as the vertical load.
 In static structural analysis we can see engineering data, geometry,
model, setup solution and results.
 The material properties are applied to engineering data then the model is
opened in geometry .
 After that we have mesh it using model option.
 Then we have to preset the solution .
 And finally we can see the required results by using results option.
  We should be careful while meshing the element patch independent
should be deleted .
 In advanced size function it should be kept in off mode.
 We have already defined that we are going to consider the wing as a
cantilever beam and lift as a vertical upward force this can be done with
the help of set up option in which we can set the fixed support at one end
and other as a free end.
 So we can consider it as a cantilever beam.
 We can apply the load value in Newton our theoretical value is also in
Newton.
 After applying load at one end we can set; what are the results we want to
see with solution.
Now we can use the results here it will take some time to solve the forces on the
applied model then finally we can view the results.

RESULT AND DISCUSSION

6.1 CFD result of normal wing

Fig 22
 Fig 23

Fig 24
Fig 25
6.2 CFD result of telescopic wing
Fig 26

Fig 27
6.3 FEA result of normal wing
Wing with Aluminium
Fig 28

Fig 29

Fig 30
6.4 Wing with Composite Material

Fig 31
 Fig 32

Fig 33

6.5 FEA result for Telescopic wing

Wing with Aluminium
Fig 34

Fig 35
 Fig 36

6.6 Wing with Composite material

Fig 37
Fig 38

Fig 39
 Conventional wing Telescopic wing

Lift 2.3 2.8

Drag 0.3 0.275

Aluminium Composite Aluminium Composite

Deformation (mm) (mm) (mm) (mm)

2.5 .39 4.46 0.71

7 CONCLUSION
 This report shows a highly positive image of telescopic wing, which is
entirely justified in view of the numerous benefits offered by them. For large
deformations of morphing aircraft the orthotropic properties of composite
materials may be used. This may, for example, enable the elimination of hinges,
which reduces the stress concentration around the pivot points, and
consequently reduces the weight penalty introduced with morphing. Morphing
technology allows the design of novel control effectors, often as a result of
biological inspiration. One such design, involves innovative wing-tip extensions
featuring differentially-variable dihedral angles, referred to as active winglets.
In the result discussion we had discussed about the structural analysis of a
telescopic wing with aluminium and composite material. The gathered result
shows the increase in lift while using composite material in the wing .The
conventional wing having the lift of 2.3 and drag of 0.3 the telescopic wing
have the lift of 2.5 and the reduced drag of 0.275 and their is drastic change in
the deformation of the wing.

RESULT AND DISCUSSION

CFD result of normal wing

Fig 22
 Fig 23

Fig 24
Fig 25
CFD result of telescopic wing

Fig 26
Fig 27
FEA result of normal wing
Wing with Aluminium
Fig 28

Fig 29

Fig 30
Wing with Composite Material

Fig 31
 Fig 32

Fig 33

FEA result for Telescopic wing

Wing with Aluminium
Fig 34

Fig 35
 Fig 36

6.6 Wing with Composite material

Fig 37
Fig 38

Fig 39
 Conventional wing Telescopic wing

Lift 2.3 2.8

Drag 0.3 0.275

Aluminium Composite Aluminium Composite

Deformation (mm) (mm) (mm) (mm)

2.5 .39 4.46 0.71

 CONCLUSION
This report shows a highly positive image of telescopic wing, which is
entirely justified in view of the numerous benefits offered by them. For large
deformations of morphing aircraft the orthotropic properties of composite
materials may be used. This may, for example, enable the elimination of hinges,
which reduces the stress concentration around the pivot points, and
consequently reduces the weight penalty introduced with morphing. Morphing
technology allows the design of novel control effectors, often as a result of
biological inspiration. One such design, involves innovative wing-tip extensions
featuring differentially-variable dihedral angles, referred to as active winglets.
In the result discussion we had discussed about the structural analysis of a
telescopic wing with aluminium and composite material. The gathered result
shows the increase in lift while using composite material in the wing .The
conventional wing having the lift of 2.3 and drag of 0.3 the telescopic wing
have the lift of 2.5 and the reduced drag of 0.275 and their is drastic change in
the deformation of the wing.