Nataraj Kuntoji. Int. Journal of Engineering Research and Application www.ijera.

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ISSN : 2248-9622, Vol. 7, Issue 4, ( Part -4) April 2017, pp.01-08

RESEARCH ARTICLE OPEN ACCESS

Study of Aircraft Wing with Emphasis on Vibration

Characteristics
Nataraj Kuntoji*, Dr. Vinay V. Kuppast**
* M.Tech Student, Department of Mechanical Engineering, Basaveshwar Engineering College, (Affl. to
Visvesvaraya Technological University, Belgaum) Bagalkot, India
Email: nataraj.kuntoji@gmail.com
** Professor, Department of Mechanical Engineering, Basaveshwar Engineering College, (Affl. to Visvesvaraya
Technological University, Belgaum) Bagalkot, India
Email: vinay_kuppast@yahoo.com

ABSTRACT
It is essential that the structural stability of the aircraft wings is a major consideration in the design of the
aircraft. Many studies are being carried out for the design of the wings across the globe by the researches to
strengthen the aircraft wings for steady and sturdy structures for dynamic conditions.
The design of the aircraft wing using NACA standards is been discussed in this work. The wing analysis is
carried out by using computer numerical analysis tool, viz., CAD/CAE and CFD. The necessary inputs for
carrying out the structural analysis with emphasis on the vibration are obtained by CFD analysis. The
deformation of the wing structures are investigated with respect to the standard airflow velocity. The velocity of
air at the inlet is taken as 122 m/s (438 km/h), considering service ceiling of 7625 m at moderate temperature.
The modal analysis is considered to analyse the wing to determine the natural frequency for vibration
characteristics of the wing structure. The study of the effect of the stresses and deformations of the wing
structure on the vibration characteristics of the wing is carried out to understand the effect of stress on natural
frequency of the aircraft wing structure. Hence it is possible to correlate the effect of wind pressure on the
vibration of the wing structure for particular design of the wing (NACA).
The CFD results revealed that the pressure on the upper surface of the wing for all the wing section planes (butt
planes-BL) is less, about -4.97e3N/mm2, as compared to the pressure on the lower surface, about 1.08e4
N/mm2, which satisfy the theory of lift generation. The pre-stressed modal analysis shows the correlation of the
stress, deformation and the corresponding mode of vibration. It is found that the maximum deformation of
17.164 mm is corresponding to the modal frequency of 179.65 Hz which can be considered as design frequency
of the wing structure. However the fundamental natural frequency of the wing structure is 10.352 Hz for the
deformation of 11.383 mm.
Keywords: Structural analysis, Modal analysis, CATIA V5R19, CFD

I. INTRODUCTION is produced due to the pressure difference between

Aircraft to fly successfully in air depends on four lower and upper surfaces.
aerodynamic forcesthey are thrust, drag, gravity The particular wing design depends upon
and lift. Thrust is the forward speed of the plane. many factors for example, size, weight, use of the
Drag is a backward force exerted on the plane, a aircraft, desired landing speed, and desired rate of
result of the friction between aircraft wing and air. climb. In some aircraft, the larger compartments of
Lift is the upward force acting on the plane. Weight the wings are used as fuel tanks. The wings are
of the aircraft itself is considered as gravity. Lift and designated as right and left, corresponding to the
gravity is one pair of opposing forces; thrust and right- and left-hand sides of a pilot seated in the
drag is another pair of opposing forces. If thrust aircraft.
must exceed the level of drag the plane will move
faster, similarly lift must exceed gravity to go up.
The predominant function of the aircraft wing is to
generate sufficient lift (L). Drag (D) and nose-down
pitching moment (M) are the two other components
of wing. The main primary aim of the wing design is
to maximize the lift and minimize the other two
components. The wing is considered as a lifting
surface and works on lift generation theory, that lift

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butt line represents the stations along the wing as

shown in Fig.2.

Fig 1: Wing construction

One method of wing construction is shown

in Fig.1 [1]. In this illustration, two main spars are Fig.2: Wing station lines
used with ribs placed at frequent intervals between
the spars to develop the wing contour. This is called The specifications used in the design of General
"two-spar" construction. Other variations of wing Mooney M20TN Acclaim are considered as the
construction include "mono spar (open spar), multi input to the present work [2].
spar (three or more spars), and box beam." In the
box beam construction, the stringers and spar like
II. LITERATURE REVIEW
sections are joined together in a box-shaped beam.
The purpose of the literature survey is to
Then the remainder of the wing is constructed
study the works of different researchers concerned
around the box.
with the detailed study of the air craft wing design.
The skin is attached to all the structural
Also to find out the scope for any new methods of
members and carries part of the wing loads and
design by which the design process is made simple,
stresses. During flight, the loads imposed on the
robust, less time consuming and cost effective. The
wing structure act primarily on the skin. From the
literature survey is entirely based on the previous
skin, the loads are transmitted to the ribs and then to
research methods. It is desired to explore the
the spars. The spars support all distributed loads as
application of the fundamental properties such as
well concentrated weights, such as a fuselage,
vibration which plays an important role in the failure
landing gear, and nacelle. Corrugated sheet
of the structure. Hence the literature survey is
aluminum alloy is often used as a sub covering for
carried out emphasizing the structural design of the
wing structures. The Lockheed P-3 Orion wing is an
aircraft wing subjected to vibration.
example of this type of construction. Inspection and
Design of aircraft wing is totally depends
access panels are usually provided on the lower
on airfoil design or selection, during the 1930's
surface of a wing. Drain holes are also placed in the
several families of airfoils and camber lines were
lower surfaces. Walkways are provided on the areas
developed by the NACA was a U.S. federal agency.
of the wing where personnel should walk or step.
NASA Langley Research Centre sponsored the
The substructure is stiffened or reinforced in the
development of computer programs for generation of
vicinity of the walkways to take such loads.
ordinates of standard NACA airfoils. Existing airfoil
Walkways are usually covered with a nonskid
sections can be selected easily for referring to the .N.
surface. Some aircraft have no built-in walkways. In
Jacobs, K.E. Ward, & R.M. Pinkerton. NACA
these cases removable mats or covers are used to
Report No. 460. [3]
protect the wing surface. On some aircraft, jacking
Several researchers expressed their view
points are provided on the underside of each wing.
regarding difficulty in solving analytically the
The jacking points may also be used as tie down
aerodynamic problems. Huge experimental expenses
fittings for securing the aircraft.
are involved in solving aerodynamic problems.
If the aircraft is large station numbering
Hence they preferred numerical methods. Nguyen
system is used to locate large assemblies, such as
Minh Triet et.al in their paper digitally (using
fuselage stations (FS) measured along the length of
CAD,CAE and CFD) calculated the lift and drag
the aircraft, increasing from nose tip to tail.
forces by varying the inlet velocity from 0 to 50 m/s
Generally station 0 is somewhere in front of the
results were compared with the theoretical results.[4]
airplane. Water lines (WL) measured along the
Kakumani Sureka and R Satya Meher in
height of the aircraft, from ground up. Butt lines
their paper they modelled A300 aircraft wing using
(BL) are measured either side of the aircraft and
standard NACA 64215 airfoil with spars and ribs
centerline is considered as mid of the airplane. A

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digitally using different materials. They arrived to 40 8.4553 40 -6.3169

the conclusion that Aluminium alloy 7068 is 45 8.1924 45 -6.0053
preferred over Aluminium alloy in order to give the 50 7.7672 50 -5.5608
more strength to the structure. [5] 55 7.2048 55 -5.0096
Sudhir Reddy Konayapalli and Y Sujatha 60 6.529 60 -4.3769
discussed the aircraft wing design. They concluded 65 5.7571 65 -3.682
that static pressure was increased with increase in 70 4.9129 70 -2.9514
the angle of attack. Dynamic pressure on lower 75 4.0219 75 -2.2141
surface was decreasing with increasing angle of 80 3.1123 80 -1.5033
attack whereas static pressure was increasing on 85 2.2185 85 -0.8605
lower surface [6]
90 1.3741 90 -0.3318
Lica Flore and Albert Arnau Cubillo
95 0.6202 95 0.0143
presented the results of the dynamical behaviour on
100 0 100 0
an aircraft wing structure. The study has consisted
strain gauges to test aircraft wing dynamically in L.E. radius = 1.473 percent c
which the vibration parameters of the structure have slope of mean line at LE = 0.0842
been determined. [7]
Farrukh Mazhar and Abdul Munem Khan As per NACA 64-412
were used implicit CAD model and aerodynamic (Stations and ordinates given
CFD analysis of the vehicle as design input, and in per cent of airfoil chord)
employing Artificial Neural Networks they Upper Surface Lower Surface
concluded that the wing made up of composite Station Ordinate Station Ordinate
material was lighter in weight as compared to a 0 0 0 0
similar wing made from aluminium, and sufficiently
0.5 1.241 0.5 -0.7391
strong enough to meet all in-flight load conditions
0.75 1.4656 0.75 -0.92
and factor of safety. [8]
1.25 1.8291 1.25 -1.1787
2.5 2.5053 2.5 -1.5879
III. CAD MODELLING OF AIRCRAFT
5 3.5203 5 -2.1181
WING 7.5 4.3059 7.5 -2.4974
The solid modelling of the aircraft wing is
10 4.9575 10 -2.794
made using CAD tool CATIA V5 R19 to develop
15 6.0007 15 -3.2444
the solid model of the wing. The modelling of the
aircraft wing structure is explained in the following 20 6.7896 20 -3.5607
steps. 25 7.3781 25 -3.7724
I. Generation of the airfoils at the root and tip using 30 7.7909 30 -3.8892
the NACA profiles. 35 8.0426 35 -3.9174
1. Plot the points calculated from the NACA profile 40 8.1165 40 -3.8348
standards [9]. Plot the points using the option: Points 45 7.9859 45 -3.6088
using co-ordinates 50 7.6851 50 -3.2724
As per NACA 63-215 55 7.248 55 -2.8612
(Stations and ordinates given 60 6.6952 60 -2.3979
in per cent of airfoil chord) 65 6.0431 65 -1.9025
Upper Surface Lower Surface 70 5.3061 70 -1.394
Station Ordinate Station Ordinate 75 4.4979 75 -0.8929
0 0 0 0 80 3.6355 80 -0.4262
0.5 1.3786 0.5 -1.0398 85 2.7387 85 -0.0286
0.75 1.6465 0.75 -1.2927 90 1.829 90 0.2528
1.25 2.0754 1.25 -1.6759 95 0.9238 95 0.3444
2.5 2.8678 2.5 -2.3445 100 0 100 0
5 4.0291 5 -3.276 L.E. radius = 1.004 percent c
7.5 4.9045 7.5 -3.9589 slope of mean line at LE = 0.1685
10 5.6134 10 -4.4985
15 6.7137 15 -5.3147 2. Create the splines making the top and bottom part
20 7.5079 20 -5.8818 of the aerofoil. Leave the leading edge point to give
25 8.0583 25 -6.2502 the leading edge radius.
30 8.3985 30 -6.4471
35 8.5297 35 -6.4694

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Nataraj Kuntoji. Int. Journal of Engineering Research and Application www.ijera.com
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analyze these computational prototypes. To solve

aerodynamic problems experimentally heavy cost are
involved; hence the numerical method is more preferred.
This work furnishes the modeling and simulating
procedure of computational fluid dynamic (CFD)
problem on an aircraft wing model, using root airfoil
section as NACA 63-215 and tip airfoil section as NACA
64-412. Pressure and velocity distribution on the surface
of an aircraft wing is analyzed using ANSYS Fluent.
The fluid flow is considered as airflow. The
flow properties are chosen to be similar to that used in
the experiment, such as the density is 1.225kg/m3, and
Fig.3: Upper and Lower surface splines of NACA 63- the kinematics viscosity is 1.7894e-5. All parameters of
the above materials are applied to set for simulations.
215
In order to achieve more accurate results, a
bottom up approach method has been adopted in the
design. In bottom up approach the wing is first modeled
without internal structural member (i.e. spars, ribs etc.)
and then analyzed to arrive aerodynamic pressure loads.
ANSYS Fluent is able to provide several
graphic and animation types, such as pressure and
velocity distributions etc.
Fig.6 and fig.7 shows pressure distribution
contours in the airflow, when the velocity applied at the
inlet is 122m/s (438km/h). As can be noticed, the high-
pressure regions appear at the leading edge and on the
lower surface of airfoil. The low pressure region appears
on the upper surface of the airfoil. This analysis is
accurate with the theory of lift generation.
Fig.4: Upper and Lower surface splines of NACA 64-
412
3. Generation of wing surface using the aerofoil profiles
at the root and the tip.

Fig.6: Pressure Distribution at the wing root

Fig.5: Master Geometry (Wing Surface) of Mooney

M20TN Acclaim Aircraft Wing

The master geometry of Mooney M20TN

Acclaim Aircraft Wing is shown in Fig.5. This is the
CAD model which is considered for carrying out CFD
analysis to find out the pressure distribution. This data is
vital in carrying out structural analysis and then pre-
stressed modal analysis for the study of vibration
characteristics of the wing.

IV. RESULTS AND DISCUSSIONS

Aerodynamic complications in general are Fig.7: Pressure Distribution at the wing tip.
often difficult to solve by analytical methods.
Experimental or numerical simulation can be used to

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Velocity is also an important property to be V. STRUCTURAL ANALYSIS OF

studied in the airflow over the airfoil section. Pressure is AIRCRAFT WING
inversely proportional to velocity. In this project detailed design of aircraft wing
using NACA standards is made by using CATIA V5
R19. Stress analysis of the wing is carried out to compute
the stresses, deformation and strains at aircraft wing
structure. Finite Element Approach is applied for finding
stresses using ANSYS workbench 14.5. Pressure loads
are applied on the wing to carry out structural analysis.

Fig.8: Velocity Distribution at the wing root.

Fig.11: Total deformation in wing

Fig.9: Velocity Distribution at the mid span of the

wing.

Fig.12: Equivalent (von-Mises) stress in wing

Fig.10: Velocity Distribution at the wing tip

Fig.8 to Fig.10 shows velocity distribution

contours in the airflow, when the velocity applied at the
inlet is 122m/s (438km/h). As can be noticed, the high- Fig.13: Maximum principal stress in wing
velocity regions appear on the upper surface of airfoil.
The low velocity region appears on the lower surface of
the airfoil. This analysis is accurate with the theory of lift
generation.

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Fig.14: Equivalent strain in wing

Fig.16: Wing deformation at mode 2
Fig.12 shows the Equivalent tensile stress or
von-Mises stress. It states that the material starts to yield
when the von-Mises stress reaches a critical value, yield
strength. Uniform stress distribution is observed all over
the wing but maximum stress is developed close to the
root section of wing. In this case, the von-Mises stress
observed in the wing analysis is 231.62 Mpa which is
lower than the yield strength of the aluminium alloy. Fig.
13 shows maximum principal stress distribution of the
wing under pressure load. The maximum principal stress
noticed in the structure is 175.66 Mpa which is lower
than the yield strength of the material. The structure is
safe because the stress magnitude which is obtained from
the analysis is less than the yield strength of the
structural material. Deflection of the wing is shown in Fig.17: Wing deformation at mode 3
Fig.11, the wing bends upwards because of pressure
load.

VI. PRE-STRESSED MODAL

ANALYSIS
Dynamic properties of aircraft wing structure
can be studied by modal analysis under vibration
excitation. In aircraft wing vibration occurs due to the lift
load and the load due to mounting engine on the wing.
The modal analysis uses the overall mass and stiffness
property of the structure to find the various periods at
which it will naturally resonate. Dynamic analysis
comprised of deformation calculations due to inertial
loads at higher load factors and estimation of natural
frequencies and mode shapes. The mode shapes, Fig.18: Wing deformation at mode 4
deformation and corresponding frequencies are shown in
figures from 15 to 24 and table 1.

Fig.15: Wing deformation at mode 1 Fig.19: Wing deformation at mode 5

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Fig.20: Wing deformation at mode 6

Fig. 24: Wing deformation at mode 10

Table 1: Natural Frequency, Max Deformation and

Mode shapes
Max. Deformation
Mode No. Frequency (Hz)
(mm)
1 10.352 11.383
2 37.096 12.564
3 57.462 11.034
4 66.974 11.936
5 78.221 12.992
6 125.7 13.099
7 136.68 12.176
8 143.33 14.704
Fig.21: Wing deformation at mode 7
9 179.65 17.164
10 198 15.494

VII. CONCLUSIONS AND SCOPE FOR

FUTURE WORK
The use of computer aided engineering
procedures to model, analyze and optimize proves to be
the most economic, reliable, and faster and user friendly
method to be adopted by the researchers and the
engineers to cope up the industry requirements for design
changes. The Computer Aided Design Tools and NACA
standards have been accomplished to design the wing
structure. The vibration characteristics of the wing
structures are studied by modal analysis to find the
Fig.22: Wing deformation at mode 8
natural frequency of the wing structures.
The CFD results revealed that the pressure on
the upper surface of the wing for all the wing section
planes (butt planes-BL) is less, about -4.97e3N/mm2, as
compared to the pressure on the lower surface, about
1.08e4 N/mm2, which satisfy the theory of lift
generation. The pre-stressed modal analysis shows the
correlation of the stress, deformation and the
corresponding mode of vibration. It is found that the
maximum deformation of 17.164 mm is corresponding
to the modal frequency of 179.65 Hz which can be
considered as design frequency of the wing structure.
However the fundamental natural frequency of the wing
structure is 10.352 Hz for the deformation of 11.383 mm.
The future scope of the research would be the
Fig. 23: Wing deformation at mode 9 simulation of the wing in the design phase itself by using
this method. The Noise, Vibration and Harshness (NVH)
studies can give an insight for the design of the aircraft
wing for sturdy and stable structure. The aircraft wing

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design can be modified or optimized by using this

method would lead to a new method to incorporate the
NVH problems in aircraft design using CAE approach.

REFERENCES
[1]. http://www.allstar.fiu.edu/aero/flight12.htm
[2]. https://en.wikipedia.org/wiki/Mooney_M20
[3]. E.N. Jacobs, K.E. Ward, & R.M.
Pinkerton. NACA Report No. 460, "The
characteristics of 78 related airfoil sections
from tests in the variable-density wind tunnel".
NACA, 1933.
[4]. Nguyen Minh Triet, Nguyen Ngoc Viet, and
Pham Manh Thang “Aerodynamic Analysis of
Aircraft Wing” VNU Journal of Science:
Mathematics – Physics, Vol. 31, No. 2 (2015)
68-75.
[5]. Kakumani Sureka and R Satya Meher
“Modeling and Structural Analysis on A300
Flight Wing by using ANSYS” International
Journal of Mechanical Engineering and
Robotics Research Vol. 4, No. 2, April 2015.
[6]. Sudhir Reddy Konayapalli and Y Sujatha
“Design and Analysis of Aircraft Wing”
International Journal and Magazine of
Engineering, Technology, Management and
Research. Volume No: 2 (2015), Issue No: 9
(September).
[7]. Lica Flore and Albert Arnau Cubillo “
Dynamic Mechanical Analysis of an Aircraft
Wing with emphasis on vibration modes
change with loading” International Conference
of Scientific Paper AFASES 2015 Brasov, 28-
30 May 2015.
[8]. Farrukh Mazhar and Abdul Munem Khan “
Structural Design of a UAV Wing using Finite
Element Method” 51st
AIAA/ASME/ASCE/AHS/ASC Structures,
Structural Dynamics, and Materials
Conference<BR>18th 12 - 15 April 2010,
Orlando, Florida.
[9]. http://www.pdas.com/sections6.html

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