Download - Cirrus LSA Wing Design Team Lead: David Gustafson Tyler Hawkins Nick Brown Bryce Holmgren
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Cirrus LSA Wing Design
Team Lead: David GustafsonTyler Hawkins
Nick BrownBryce Holmgren
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Project Goals
• Utilize Edge Bonding
• Try New Light Weight Materials
• Incorporate Spin Resistance
• Total Weight Constraint
–< 170 lbs for entire wing
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Obstacles
• Edge Bonding vs. Required Strength and Existing Practice
• New Materials– Cost
– Performance
• Spin Resistance vs. Manufacturing Simplicity
• All of These vs. Weight and Performance
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Areas of Design and Analysis
• Loads Analysis
• Aerodynamic Design
• Materials Research and Testing
• Structural Design
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Cirrus Wing
Aerodynamics and ControlBryce Holmgren
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AerodynamicsDesign Constraints
Light Sport Aircraft Requirements• Maximum Gross Weight: 1,320lbs• Maximum Stall Speed: 45 knots• Required Lift Coefficient to Meet Requirements:
>1.60
Other Considerations• Spin Resistant Design• Enhanced Stall Performance
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Aerodynamics
Analysis Tools – XFLR5• Developed by MIT• Contains Airfoil Generation Tool Called Xfoil• Recommended by Cirrus for Preliminary
Design Analysis
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Aerodynamics
Initial Wing Design Parameters • Wing Span: 30 ft• Wing Area: 125 square ft
Airfoil Database – University of Illinois at Urbana-Champaign
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Aerodynamics
Final Airfoil - NASA/Langley LS(1)-0417mod (also known as the GA(W)-1 airfoil)
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Aerodynamics
Drooped Leading Edge• Enhanced Spin Resistance
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AerodynamicsDrooped Leading Edge vs Standard Airfoil
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AerodynamicsWing Model in XFLR
Plane weight of 1500 lbs and at 44 knotsLift Coefficient of 1.64 at 17˚ angle of attack
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AerodynamicsDesign Summary
Parameter Dimension
Wing Area 123.07 ft^2
Wing Span 30 ft
Root Chord 4.5 ft
Tip Chord 3.7 ft
Mean Aerodynamic Chord 4.11 ft
Wing Loading 12.2 lbs/ft^2
Aspect Ratio 7.3
Taper Ratio 1.2
Dihedral Angle 5 Degrees
Max Lift Coefficient 1.86 @ 19 Degrees Angle of Attack
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Aerodynamics
Improvements• Less Aggressive Camber• Different Tip Airfoil
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Controls
Flaps• Fowler Flaps • Area: 24.4 ft^2
Ailerons• Differential Ailerons• Area: 12 ft^2
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Cirrus Wing
MaterialsNick Brown
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LSA FAA definition
• Max gross takeoff weight = 1320 lbs
• Max stall speed = 45 knots
• Maximum speed in level flight = 120 knots
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ASTM F 2245-07 guidelines
• Limit load factors
• Ultimate load factor of safety = 1.5
• Special ultimate S.F.s for hinges, bearings, pins, control components
• Flight conditions
• Design speeds
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Design speeds
• 45 knots = Stall speed (LSA)
• 99.6 knots= Minimum maneuvering Speed
• 108 knots = Minimum cruise
• 120 knots = Maximum cruise (LSA)
• 160 knots = Dive speed
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Flight envelope
Flight Envelope
12099.6 159.27
45
-3
-2
-1
0
1
2
3
4
5
0 50 100 150 200
Speed (in knots)
Lo
ad F
acto
r n
Vs
VA VC,max VD
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Total Loads
• Level flight 1320 lbs
• Design Limit load = 5280 lbs
• Ultimate load = 7920 lbs (for 3 seconds)
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XFLR5
• Simulations– Various A.O.A. and Reynolds numbers
–Wing panels
• Data (spreadsheet)– Aerodynamic coefficients
– Lift, drag, and moment forces
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XFLR5
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XFLR5
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XFLR5
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DistributionS ec tional L ift D is tribution
y = -0.6938x 2 + 11.615x + 9.1203
y = -3.255x 2 + 54.497x + 42.791
0
50
100
150
200
250
300
350
0 2 4 6 8 10 12 14 16spa n position (ft)
L' (
lbs/
ft)
real load
real load(drooped L E )
ultimate load
ultimae load (droopedL E )
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Shear and bending
• Integrate ultimate load equations– From 0(root) to 8ft (airfoil switch)• F = -5.2139x + 318.37
– From 8ft to tip (15ft)• F = -3.255x2 +54.497x + 42.791
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Torsion/control loads
• 75% positive maneuvering load, plus torsion from max aileron displacement
• Gust loads at VF with flaps extended (7.5 m/s)
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Gusts
• Symmetric vertical gusts (up and down)– 15 m/s at VC
– 7.5 m/s at VD
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Cirrus Wing
Composite Panels & Adhesives
David Gustafson
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Composite Panels
• Panels are fiberglass on both sides with a core in the middle consisting of either foam or a honeycomb structure
Fiberglass Core: Foam or Aramid
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Core Options
Material DensityCompresive
StrengthTensile
strengthShear
SengthShear
ModulusCost
units (lb/ft^3) psi psi psi psi ($/ft^3)
Cirrus - HT 61 4.1 145 261 131 2900 4.96
Evonik 51 A - PMI Foam 3.248 131 276 116 2760 -
Ultracor UCF-83-1/4-3.0 3 246 27 223 61000
Aramid Core .25 In. Thick 1.8 109 - 52/62 (L/W)1579/2882
(L/W)7.95
Aramid Core .125 In. Thick 1.8 109 - 52/62 (L/W)1579/2882
(L/W)4.95
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Final Core Material
• HT Diab 61- Wing Skins
• Ability to lay up curves of Airfoils
• Cheapest that met criteria of foams
• Aramid Core- Spar, Aft Spar, Rib
• Light Weight
• Cheapest per Pound
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Adhesive Options• DP 420– 3M, Two Part Epoxy
» From 3M Epoxy Comparison
QuickTime™ and aTIFF (Uncompressed) decompressor
are needed to see this picture.
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Adhesive Options (Cont.)
• PTM & W: – ES6292 Lightweight Tough Epoxy Adhesive• Two Part Epoxy
• Designed for use in the structural assemblies involving composites
• Already used by Cirrus Design Center
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Adhesive Testing
• Objectives:– Test Max Adhesive Loads• Need to make sure adhesives aren’t effected by surfaces
– Test surface preparation techniques
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Adhesive Testing (Cont.)
• Materials Tested:– Adhesives:• PTM & W ES6292
• 3M DP 420
– Composites:• Aramid Core with Fiberglass Skin
• HT Diab Foam Core with Tencate Fiberglass
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Adhesive Testing (Cont.)
• Tensile Test:– Load Bonds in Tension–Measure Load at Fracture– Calculate Lbs/In. Bond Strength
• Test Equipment:– Constant Strain Load Cell–Measures Load and displacement
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Adhesive Testing (Cont.)
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Adhesive Testing (Cont.)
• Tensile Load Justification:– Jaws:• 2° freedom on both directions
– Top & Bottom
• All samples were applied within 1 degree of perpendicular
• Therefore: Tension loads were perpendicular to bond
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Adhesive Testing (Cont.)
• Surface Preparation:– All surfaces were lightly sanded to rough up
surface
– All surfaces were cleaned with to remove
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Adhesive Testing (Cont.)
• Results:– Bond Strength per Inch of Bond (Lbs/In)
• PTM & W ES6292= 81.7 ± 4.1 Lbs/In
• 3M DP 420=87.1 ± 4.4 Lbs/In
» Uncertainty Estimated at 5%
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Adhesive Testing (Cont.)
• Conclusions:– Adhesives were comparable in
Strength per Inch
– Both Adhesives meet strength requirements for wing
– PTM & W ES6292 Adhesive is better because of lower cost
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Adhesive Testing (Cont.)
• Errors:– Improper preparation:• Issue: Samples broke at surface
• Resolution: Better Surface Preparation– Sanding (possibly Sand Blasting)
– Better Removal of oils from surface
• Effect:– Bonds Broke Prematurely– With Better Preparation Bonds could hold more Weight
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Adhesive Testing (Cont.)
– Test Equipment:• Issue: Jaws Slipping• Resolution: Better Transition from Material to Jaw
– Adhere Aluminum Tab into Composite– External Clamp System with Aluminum Tab for Jaw
» Allow Material to be secured by clamp and Jaw to attach to Aluminum Tab
• Effect:– Load might be underestimated. – Result: Bond Strength could be higher than reported
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Adhesive Testing (Cont.)
• Further Testing:– Shear Test Side View:
Composite A
Composite B
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Adhesive Testing (Cont.)
– Shear Test Top View:(Load Pulling out from picture)
Composite A
Composite B
Bond
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Adhesive Testing (Cont.)
• Shear Test:
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Cirrus Wing
StructuresTyler Hawkins
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Structure
• Goals– Light Weight• < 170 lbs. in total
–Handle All Loads with Extra Safety Factor–Maintain Aerodynamic Shape–Attach to Fuselage Structure
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Component Break Down
• Wing Skin• Main Spar• Aft Spar• Ribs• Leading Edge Braces
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Wing Skin
• NEEDS–Light Weight–Easily formed into complex
surfaces–Durable –Puncture and Tear Resistant
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Solutions
• Use 2-Core-2 construction for the wing• Fiberglass–45o angles
• Core–.25 inch–Density = .00145 lb/in3
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Wing Skin Lay Up
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Reasoning
• Process is known and used at Cirrus• Creates a Very puncture resistant material• Fiberglass performs well in multiple directions– ±45 degree orientation
• Light Weight material• Possible Improvements– Cut away sections of Foam where not needed– Use Honeycomb Aramid Core to cut weight
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Main Spar
• NEEDS–Light Weight–Handle Compression, Tension, and
Shear–Provide Bond Surface for Ribs and Skin–Serve as Attachment to Fuselage
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Spar Designs Considered
• C-Channel– Provides Good Bonding Surface– Would be made Entirely of Carbon– Similar to Existing Cirrus Designs
• Why Not– Looking for Two Piece Main Spar Assembly– Incorporating Aramid Core Can Lighten Structure
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Rectangle Spars
• 4 – Core – 4– Simple Design– 1 Piece Core– One Width Carbon Cap
• Why not?– Too thick adds core weight– Too thin makes carbon lay up with many thin
strips
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Examples of Rectangle Spars
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I-Beam Spar
• Provides Similar Shear, Tension, Compression coverage to Rectangle
• Thinner Shear Web • Very Light Weight• Provides Large Bonding Surface to Wing Skin• Potential Drawbacks– Upfront Tooling– Layup Complexity
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Caps
• Carbon– Laid Up as T-shape–Carbon Strips– Tensile Strength: 2.62*105 Psi–Compressive Strength: 1.42*105 Psi–Absorbs Forces on Top and Bottom of Spar
at Low Weight Cost
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Spar Web
• Core– .3 inch Aramid Core• Very Light Weight• Bonds Well To Cirrus’s Fiberglass
– 4 ply fiberglass quilt on both Sides of Core• Provides the Shear support• Alternate Ply orientations (±45 degrees)• Performs very well in Shear (23800 Psi Shear strength)• Low Cost and Ease of Use
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General Lay Up Scheme
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*All units in Inches
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Specific Modifications
• Taper Layers Until 4 Layers Left• Run 4 Layers to End Plus Alpha Section– Allows for Wide Bond Area– Need to only cut two strip Widths (α and cap)
• Taper These Quickly at the end of the Spar to Avoid Large Stress Concentration
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Connection To Fuselage
• Fuselage Width: 48 in.• Extend Both Spars Through Fuselage• Attachments– 2 Hard Points for Bolts Between Spars– Bracket for Spars to Transfer Load to Fuselage– 1 Hard Point each Rear Spar 6 Inches into Fuselage
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Attachment Point
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Hard Points
• Options– Fiberglass Laid In Through Entire Spar– Aluminum Plug Laid Into Spar– Aluminum Plug Glued Into Spar
• Chose Aluminum Plug Laid Into Spar– 6061-T6• Light Weight• High Bearing Strength
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Hard Point Dimensions
• Use .75 inch bolt/plug to attach structure• 0.3 inches thick• 3.75 inches in diameter• Spacing of 46 inches on center, 23 on either
side of WS0.
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Aft Spar
• Simple Design• 2-Core-2• Aramid Core• 2 layers of Glass on Each Side• No Caps-Only Shear Felt Here
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Ribs and Leading Edge Supports
• 2-Core-2 Construction• Aramid Core• Can Make Sheets of This and Water Jet Cut
Specific Panels– Also Aft Spar
• Provide Bond Length to Hold Skin and Structure Together
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Rib Spacing
Airplane Design by Jan Roskam suggest 36” spacing for Light aircraft.
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Rib to Skin Bonding
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3-D view of Interior Structure
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Structure with Skin Attached
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Weight Estimate
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Cirrus Wing
Build/TestNick Brown
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Cirrus Wing
Manufacturing and AssemblyBryce Holmgren
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ManufacturingPart Fabrication
Spars made using semi-automated system
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ManufacturingPart Fabrication
Ribs and shear web water jet cut from single sheet of Nomex/glass composite
• Ventilation required when machining produces dust, mist or vapor
• Light Hand Cotton gloves for General Protection
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ManufacturingPart Fabrication
Wing skins assembled in custom tooled forms
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ManufacturingFinal Wing Assembly
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ManufacturingFinal Assembly
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ManufacturingEpoxy Health Concerns
Effects of Overexposure:– Eyes: Causes severe conjunctive irritation, Corneal injury
and Iritis– Skin: May cause irritation, burns, ulceration, or skin
sensitization– Inhalation: Vapors are irritating and cause tears, burning of
nose and throat, coughing, wheezing nausea and vomiting– Ingestion: Moderately toxic, may cause mouth and throat
burns, abdominal pain, weakness, thirst and coma.– Chronic: Amine vapors may cause liver and kidney injury.
Eye, skin or lung may develop or be irritated by Amine vapors.
[From MSDS of ES6292B with Beads]
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ManufacturingSafety Precautions
• Respiratory: Not required unless process is creating dust, mist or vapor.
• Ventilation: Breathing of vapor must be avoided.• Hand Protection: Impervious gloves, neoprene or
rubber, must be worn• Eye Protection: Splash proof Goggles or safety
glasses• Other: Clean body covering clothing and shoes
[From MSDS of ES6292B with Beads]
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Business Case
David Gustafson
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Project Goals
• Design a Composite Wing– Comoposite Panels– Edge Bonding Technique
• Meet Design Criteria:– 170 Lbs or less– No Spin Criteria in Airfoil
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Financial Summary
• Upfront Costs:– Wing Lay up Structure– Final Assembley– Safety Equipment
• Gloves• Goggles• Respirators
– Water Jet Cutting Equipment• Alternate Option:
– Contract for pieces to be Water Jet Cut
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Financial Summary
• Material Cost of Wing:– Carbon: $123– Aramid Core: ~$840– Foam: ~$300– Fiberglass: ~$400– Adhesive: ~$100
Total: ~$1700
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Justification
• Structure Meets Design Loads– Bonds Safety Factor >5
• Manufacturing Process – Streamlined– Cost Effective
• No Spin– Drooped Leading edge in Airfoil
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Justification
• Edge Bonding– Allowed for a low weight design– Less Complex Manufacturing System– Meets strength Criteria
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Thank You For Your Time and Consideration