© May 2023| IJIRT | Volume 9 Issue 12 | ISSN: 2349-6002

Design and Analysis of General Aviation Aircraft Wings

Using Different Materials
Anuj Shankar Rai1, Ashish Gupta2, Manu Kumar3, Sanjay Kumar4
1,2,3,4
Delhi Technological University, Delhi 110042, India

Abstract-An aircraft produces lift using its wings, while the gravitational force by the aerodynamic lift force
gliding through air. Through the geometry, wings have generated by a flat horizontal wing having airfoil cross-
efficient cross-sections that are subjected to lift and drag section.
forces and it act as an airfoil. In this thesis work, it is
An airfoil shaped wing is generally used in airplanes
investigated how modelling and simulating softwares can
and other aircrafts to generate lift when air flows over
be used in the early stages of an aircraft design process,
especially for the design of an aircraft wing and its it.
structural entities like wing spars and wing ribs. The The generation of lift force by an airfoil is governed by
domain of this research has been restricted to the the Bernoulli’s principle. As air flows over the curved
engineering design of the wing and its analysis, as it plays upper surface of an airfoil, it moves faster than the air
a vital role in the generation of lift required by an aircraft. flowing over the flatter lower surface. This causes the
The main purpose of this project is to determine the air pressure on the upper surface to be lower than the
material most suitable for wings structure. The wing is pressure on the lower surface. The difference in air
designed in CAD and the analysis is done ANSYS. Static
pressure creates an upward force on the airfoil, which
structural analysis of the wing is done to find deformation,
is lift. The lift generated by an airfoil depends on factors
stress and FOS.
such as its shape, size, and angle of attack relative to
INTRODUCTION
the incoming air flow.
To determine the most convenient material for aviation
aircraft wing structure in every aspect, considering
ergonomics, manufacturability, design feasibility,
aesthetics.
The wings are crucial parts of any airplane like UAVs
as they give the ability to fly high in the sky. The wing
of an aircraft is comprised of several different elements
that include spars, skin, and ribs, as well as control
surfaces such as ailerons and flaps. Each of these
components serves a specific purpose and must be
Figure 1: Airflow through Airfoil [2]
designed to support different loads and should be able
to tolerate high level of stresses and such as that of lift,
2. WING DESCRIPTION
weight, thrust and drag. Wings also need to be
aerodynamically efficient. Thus, a right material needs
to be selected for manufacturing a wing. The well-known seven standard aircraft wing
Aluminium, Steel, Titanium have customarily been configurations with each profile having different flight
used for the construction of an aircraft wing [1]. More characteristics are listed below:
recently, composite materials like Carbon fibre have 2.1 Wing Configurations
become a substitute for construction of wings. Low wing configuration, Mid-wing configuration,
Structural Static analysis of an airplane wing with High-wing configuration, Dihedral wing configuration,
different materials become a critical aspect in the Anhedral wing configuration, Gull-wing configuration
design of a useful and efficient wing. and Inverted gull-wing configuration [3][4].
Aircrafts like civil airplanes or UAVs has the ability to 1. Low wing configuration – this wings configuration
lift off from the ground and stay in the air by repulsing is common on modern passenger aircrafts and are

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mounted on the lower half of the plane fuselage triangular planform with a swept leading edge. It is
near the bottom. aerodynamically efficient than a straight wing.
2. Mid-wing configuration – this type of wing 5. Trapezoidal Wing- this configuration provides good
configuration offers more stable flight of an strength and stiffness to the wing and offers
aircraft however control response and exceptionally low aerodynamics drag during high
maneuverability of the aircraft becomes poor. In speeds. Military airplanes use the trapezoidal wing type
this wing configuration, aircraft wings are because it provides excellent handling at supersonic
mounted at the centre of the fuselage. speeds.
3. High-wing configuration – is common on large
cargo and military transport aircrafts. For better 2.2 Airfoils types and design
accessibility of the cabin, wings in this type of An airfoil is the cross-sectional shape of an object
configuration are mounted on top of the fuselage. whose motion through a gas is capable of generating
4. Dihedral wing configuration – is a complex wing significant lift. Airfoils can be designed with different
configuration on a fixed-wing aircraft where the geometries with each geometry providing different
wings are typically mounted on the lower part of flight characteristics. For example, subsonic flight
fuselage having an upward angle from the generally has a rounded leading-edge geometry is
fuselage. common for subsonic flight, while slimmer profile with
5. Anhedral wing configuration – is similar to the a sharp leading edge is used for supersonic flight. All
dihedral wing configuration. The only difference is have a sharp trailing edge.
that the wings have a downwards angle from The lift on an airfoil is primarily the result of its angle
mounting base on the fuselage. of attack. When oriented at a suitable angle, the airfoil
6. Gull-wing configuration – incorporated a dihedral deflects the oncoming air, resulting in a force on the
wing design from the horizontal base, which is airfoil in the direction opposite to the deflection. This
reduced or completely flattens after a short force is known as aerodynamic force and can be
distance. This configuration ensures good pilot resolved into two components: lift and drag.
visibility. There are two main types of airfoils: symmetrical and
7. Inverted gull-wing configuration – is the opposite non-symmetrical. Symmetrical airfoils have identical
of gull-wing configuration with the wing mounted upper and lower surfaces, resulting in no lift at zero
at an anhedral angle. angle of attack. Non-symmetrical airfoils, also known
as cambered airfoils, have different upper and lower
Another configuration of airplane wings is based on surfaces and can generate lift at zero angle of attack.
their shape and design. These are: Rectangular Wing, Airfoils can also be designed for use at different speeds
Straight Tapered Wing, Elliptical Wing, Delta Wing, by modifying their geometry. For example, airfoils for
Trapezoidal Wing [4]. subsonic flight generally have a rounded leading edge,
1. Rectangular Wing- this configuration of wings is while those designed for supersonic flight tend to be
usually found on low-subsonic aircrafts. These slimmer with a sharp leading edge [5].
wings have equal length of root chord and tip
chord. 2.3 NACA Airfoils [6][7]
2. Straight Tapered Wing – this configuration The NACA airfoils are airfoil shapes for aircraft wings
provides good aerodynamics and lift distribution developed by the National Advisory Committee for
profile to the aircraft wings. The wings are tapered Aeronautics (NACA). The shape of the NACA airfoils
having unequal length of the root chord and tip is described using a series of digits following the word
chord. “NACA”. During the late 1920s and into the 1930s, the
3. Elliptical Wing- this configuration has the wing NACA developed a series of thoroughly tested airfoils
planform in the shape of an ellipse and the edges and devised a numerical designation for each airfoil —
of the wing turn inward to form a rounded tip. a four-digit number that represented the airfoil section’s
4. Delta Wing- this wing planform is typically critical geometric properties.
common on supersonic jet aircrafts. It has a The NACA four-digit wing sections define the profile
by [6]:

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1. First digit describing maximum camber as The designation "4412" refers to the specific series of
percentage of the chord. airfoils developed by NACA. The first digit "4"
2. Second digit describing the distance of maximum indicates that the airfoil has a maximum camber of 4%
camber from the airfoil leading edge in tenths of of the chord length, while the second and third digits
the chord. "4" and "12" respectively indicate the position of the
3. Last two digits describing maximum thickness of maximum camber and the thickness-to-chord ratio,
the airfoil as percent of the chord. both as percentages of the chord length [6].
For example, the NACA 2412 airfoil has a maximum Overall, the NACA 4412 airfoil is a well-established
camber of 2% located 40% (0.4 chords) from the and widely used airfoil shape that has proven to be
leading edge with a maximum thickness of 12% of the effective in a variety of aircraft designs. Also discussed
chord. in the paper [6] which describes about different
The NACA 0015 airfoil is symmetrical, the 00 characteristics of NACA 4412.
indicating that it has no camber. The 15 indicates that
the airfoil has a 15% thickness to chord length ratio: it 3.2 Wing span: The distance from the tip of one wing
is 15% as thick as it is long. to the other is called the wing span. A longer wing span
typically generates more lift, but also creates more
drag. Shorter wingspans are more manoeuvrable but
may generate less lift. So, settling between the two we
have to design. For the common practice of the
prototypes total wing span is created between 2 to 3
meters. For design feasibility we took in consideration
of 2.4m as total wing span and for simulation and
design we created half wing span, that is, of 1.2m [9].

3.3 Wing area: The surface area of the wing is also

Figure 2: Airfoil Nomenclature [1] important for generating lift. A larger wing area can
generate more lift, but may also create more drag. A
3. GENERAL WING DESIGN [8] smaller wing area may create less lift, but will also have
less drag. Hence, we have selected tapered wing
The design of an aircraft wing is critical for its configuration instead of constant chord wing as it has
performance and safety. It should be light weight while more advantages [9].
not compromising on the structural rigidity. Here are Improves lift to drag ratio: A tapered wing can provide
mentioned some points on the basis of which the wing a better lift-to-drag ratio than a constant chord wing.
is to be designed. This means that the wing can generate more lift for the
3.1 Aerodynamics: The wing's shape is designed to same amount of drag, leading to better overall
generate lift, which keeps the aircraft in the air. The performance and efficiency.
shape of the wing is typically a curved airfoil, which Improved stability: Tapered wings can provide better
creates a pressure difference between the upper and stability and control over a wider range of angles of
lower surfaces of the wing, generating lift. For the attack than constant chord wings.
current wing design NACA 4412 is selected. The 4412 Reduced weight: Tapered wings can be lighter than
airfoil has a camber of 4% and a thickness-to-chord constant chord wings, as they can be designed to have
ratio of 12%. It is symmetrical, which means that the less material in the outer sections where the chord is
shape of the upper surface is the same as the lower smaller.
surface. 3.4 Wing loading: This is the amount of weight that the
This airfoil is commonly used in the design of general wing supports per unit of wing area. Higher wing
aviation aircraft wings and has been found to provide loading requires a larger wing area to generate the
good lift characteristics and low drag at a range of required lift. Higher wing loading can make the aircraft
angles of attack. faster, but it can also reduce its manoeuvrability.

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3.5 Wing sweep: The angle at which the wing is chemical properties. They can be lightweight,
attached to the fuselage, known as the sweep angle, strong, and resistant to corrosion. The most
affects the aircraft's performance. A swept-back wing commonly used composites for aircraft wings are
reduces drag at high speeds, but it can reduce stability carbon fibre reinforced polymer (CFRP), glass
and increase drag at low speeds. fibre reinforced polymer (GFRP), and aramid fibre
reinforced polymer (AFRP) [11].
3.6 Wing dihedral: The angle between the wings, 3. Titanium alloys: These are lightweight and strong
known as the dihedral angle, affects the aircraft's materials that are highly resistant to corrosion.
stability. Positive dihedral (wings angled upward) Titanium alloys are used in aircraft construction
improves stability in turns and reduces the risk of for their high strength-to-weight ratio, which
rolling over. Negative dihedral (wings angled allows them to withstand the stresses of flight [1].
downward) can make the aircraft more manoeuvrable 4. Steel: Steel is a strong and durable material that is
but less stable. commonly used in the construction of commercial
and military aircraft. However, it is heavier than
3.7 Flaps and slats: These are movable sections of the other materials, which makes it less suitable for
wing that can be extended or retracted to increase lift or high-performance aircraft.
decrease drag. Flaps and slats are used during take-off 5. Magnesium alloys: Magnesium alloys are
and landing to allow the aircraft to fly at slower speeds. lightweight and have excellent strength-to-weight
Overall, a good wing design balances the trade-offs ratio. They are commonly used in aircraft wings
between lift, drag, stability, and maneuverability to and other components because of their high
achieve optimal performance for the specific mission resistance to corrosion and good machinability.
and operating conditions of the aircraft. For our prototype we will be choosing Al 6061,
Composite structure with Carbon fibre and Balsa Wood
4. MATERIAL SELECTION AND DESIGN [3] and Titanium.
PARAMETERS Aluminium alloy 6061 is a commonly used material in
aircraft manufacturing due to its high strength-to-
S.No. Parameters Values
weight ratio, good corrosion resistance, and excellent
1 Tip Chord 302.87mm
2 Root Chord 605.73mm
machinability. It has a relatively low density compared
3 Half Wing Area 1.11m2 to other metals, making it a lightweight option for
4 Half Wing Span 1200mm aircraft structures.
5 Airfoil NACA 4412 6061 aluminium alloy is typically used in the
Hollow Square Section 15mm x construction of aircraft wing spars, fuselage frames,
Spar and other structural components due to its excellent
6 1mm
7 Ribs Thickness: 2mm machinability. Also it costs less than Aluminium 7000
Table 1: Design Parameters [8][9] series and is readily available.

The choice of wing material for aircraft depends on

various factors, including the type of aircraft,
performance requirements, cost, and availability of
materials. Here are some commonly used materials for
aircraft wings [1][10] [11]:
1. Aluminium alloys: These are lightweight and
strong materials that have been used in aircraft
construction for many years. Aluminium alloys are
easy to work with, and they can be shaped into
various forms, making them suitable for use in the
wings and other parts of an aircraft [1].
2. Composite materials: Composites are made up of
two or more materials with different physical and

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Figure 3: Wing with material Aluminium 6061[1]

Mechanical Properties for Aluminium. 6061

S.No. Parameters Values
1 Tensile Strength 310MPa
2 Yield Strength 276MPa
3 % Elongation 12%
4 Modulus of Elasticity 68.9GPa
5 Density 2.7 g/cm3
6 Wing Weight 1100 grams
Table 2: Mechanical Properties for Aluminium 6061[1]
Composite structures are most commonly used in
Figure 4: Wing with material Carbon Fibre (3000
aircraft structures. Carbon fibre is a high-performance
filament) and Balsa wood [3] [11]
material made from thin, strong fibres of carbon. It has
Mechanical Properties for Carbon Fibre
a high strength-to-weight ratio, excellent fatigue
S.No. Parameters Values
resistance, and good stiffness. These properties make it
1 Tensile Strength 2410MPa
an ideal material for use in high-performance
applications such as aerospace, automotive, and sports 2 Yield Strength -
equipment [11]. 3 % Elongation 1%
In aerospace applications, carbon fibre is commonly 4 Modulus of Elasticity 228GPa
used in the construction of aircraft wings, fuselages, 5 Density 1.6g/cm3
and other structural components. It is often used in 6 Wing Weight 367.30 grams
combination with other materials such as epoxy resins Table 3: Mechanical Properties for Carbon Fibre [11]
and honeycomb structures to create lightweight, strong,
and stiff composite structures that can withstand the Mechanical Properties for Balsa wood
high stresses of flight. Due to its mechanical properties S.No. Parameters Values
1 Tensile Strength 52MPa
we can use it in spar as well as slits which holds or bears
2 Yield Strength 21MPa
the load of the wing. 3 % Elongation -
Balsa wood is a lightweight, yet strong and versatile 4 Modulus of Elasticity 11 - 21GPa
material that has a number of advantages in various 5 Density 0.26g/cm3
applications. Balsa wood [3] is one of the lightest 6 Wing Weight 367.30 grams
commercial woods available, with a density of only 8- Table 4: Mechanical Properties for Balsa Wood [3]
14 pounds per cubic foot. This makes it an ideal Several titanium alloys are used in aircraft, but two of
material for use in applications where weight is a the most commonly used titanium alloys are Ti-6Al-4V
concern, such as in aircraft, boats, and model making. (also known as Ti-64) and Ti-6Al-2Sn-4Zr-2Mo (also
Despite its lightweight, balsa wood has excellent known as Ti-6242) [1] [11].
strength-to-weight ratio, making it strong enough to be Ti-6Al-4V is an alpha-beta titanium alloy that contains
used in various applications. This is due to its cellular 6% aluminium and 4% vanadium. It is a high-strength
structure, which gives it high strength and stiffness. alloy that has excellent corrosion resistance, good
Balsa wood is easy to cut, sand, and shape, making it a fatigue resistance, and good weld ability. These
popular material for hobbyists and model makers. It can properties make it a popular choice for use in aircraft
also be easily painted and finished to achieve desired applications such as engine components, landing gear,
aesthetics. and structural parts.
Combination of Carbon fibre for spar and slits and balsa Ti-6Al-2Sn-4Zr-2Mo is a near-alpha titanium alloy that
wood for ribs can create a light weight and durable contains 6% aluminium, 2% tin, 4% zirconium, and 2%
structure. molybdenum. It has excellent high-temperature
strength, good toughness, and good corrosion

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resistance. These properties make it a suitable material strong enough to resist these loads and maintain its
for use in aircraft engine components, such as structural integrity [14].
compressor blades, where high-temperature strength is 2. Safety: Static analysis helps to identify any potential
critical. failure modes or stress concentrations that may occur in
Both of these titanium alloys offer a high strength-to- the wing structure. This information is crucial in
weight ratio, making them attractive materials for ensuring the safety of the aircraft and its occupants.
aircraft applications where weight savings are 3. Weight optimization: Static analysis helps to identify
important. Additionally, titanium alloys have a lower areas of the wing structure that are overdesigned or
density than steel and other metals, which helps to have excess material. This information can be used to
reduce the overall weight of the aircraft. optimize the wing's weight and reduce the overall
weight of the aircraft.
4. Performance optimization: Static analysis can also be
used to optimize the wing's aerodynamic performance
by analyzing the wing's lift and drag characteristics
under static loading conditions. This information can be
used to refine the wing's design and improve its overall
performance.
As described in the material selection section we will
be testing on Aluminium 6061, composite of carbon
fibre and balsa wood, titanium alloy.
As this paper concerns about structural rigidity of the
wing we will be analysing the wing on the basis of:
Figure 5: Wing with material Titanium alloy [1] 1. Modal Analysis: The wing is tested under a
frequency which ensures that the wing can
withstand engine vibrations, air turbulences etc.
Mechanical Properties for Titanium alloy
[12].
S.No Parameters Values
2. Cantilever Analysis: The weight of the wing is
1 Tensile Strength 895MPa
applied on the ribs according to its own weight
2 Yield Strength -
distribution [13].
3 % Elongation 10%
3. Pressure Analysis: When the wing generates lift it
4 Modulus of Elasticity 125GPa
experiences some amount of pressure of its
5 Density 4.51g/cm3
surface.
6 Wing Weight 1874 grams
Keeping mesh size of 5mm because larger than that
Table 5: Mechanical Properties for Titanium Alloy
may cause accuracy error and lower than that may
Grade 5 [1]
affect computational speed. Depending upon the
5. ANALYSIS OF WING DESIGN skewness value and other meshing parameters mesh
doesn’t seems to be distorted or broken, hence 5mm is
Static analysis of a wing is an essential step in the
finalised.
design and development process of an aircraft. It
involves analyzing the wing's behaviour under static
loading conditions, which includes the weight of the
aircraft, payload, and other external loads [12] [13]
[14].

It also ensures:
1. Structural integrity: A wing must be able to
withstand the loads and stresses it will experience
during flight, including those caused by static loads.
Static analysis helps to ensure that the wing structure is
Figure 6: Meshed Image of the Wing [10]

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5.1 Analysis for Al 6061

Modal, Cantilever, Pressure, Analysis is done for the Al
6061 material :
5.1.1 Modal Analysis
Fixing the root rib as it will get attached to the main
body of the aircraft we will see the deformation of the
wing when a certain amount of frequency (Default -
10,00,000Hz) is acting on it [10].

Figure 9: Boundary Conditions [13]

Figure 7: Fixed Support of the Wing [10] Figure 10: Deformation of wing in Cantilever Analysis
(Material Al.6061) [13]
Total Deformation of 20.74 mm is observed.

Figure 8: Deformation of wing in Modal Analysis Figure 11: Stress of wing in Cantilever Analysis
(Material Aluminium 6061) [11] (Material Al.6061) [13]
Deformation of 85.58mm is observed in longitudinal Total Stress of 161.24 MPa is observed.
direction. It is reasonable as the tip of the wing is free
from any support with the main body directly in
contact.

5.1.2 Cantilever Analysis

Fixed Support: Root Rib
Force is applied to each rib in the order 1.67N, 3.34N,
5.01N, 6.68N, 8.361N, 10.03N, 11.70N, 13.2N, starting
from root to tip respectively.

Figure 12: FOS of wing in Cantilever Analysis

(Material Al.6061) [13]
Factor of Safety: 1.92

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5.1.3 Pressure Analysis: Pressure of 500Pa is applied to Figure 16: Stress of wing in Pressure Analysis
the bottom side of the wing and root of the wing is fixed (Material Al.6061) [1]
[1]. Total Stress of 44.605 MPa is observed.

Figure 13: Boundary Condition: Pressure Applied [1] Figure 17: FOS of wing in Pressure Analysis (Material
Al.6061) [1]
Factor of Safety: 6.94

5.2 Analysis for Carbon Fibre and Balsa Wood (Carbon

Fibre + Balsa Wood)
Modal, Cantilever, Pressure, Analysis is done for the
(Carbon Fibre + Balsa Wood) :

5.2.1 Modal Analysis

Figure 14: Boundary Condition showing fixed Support Fixing the root rib as it will get attached to the main
[1] body of the aircraft we will see the deformation of the
wing when a certain amount of frequency (Default -
10,00,000Hz) is acting on it.

Figure 15: Deformation of wing in Pressure Analysis

(Material Al.6061) [1] Figure 18: Fixed Support of the Wing [12]
Total Deformation of 5.08 mm is observed.

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Figure 19: Deformation of wing in Modal Analysis

(Material Carbon Fibre + Balsa Wood) [12]
Deformation of 170.08mm is observed in longitudinal
direction. It is reasonable as the tip of the wing is free
from any support with the main body directly in
contact.
5.2.2 Cantilever Analysis
Fixed Support: Root Rib
Force is applied to each rib in the order 0.55N, 1.11N,
1.67N, 2.22N, 2.78N, 3.34N, 3.9N, 4.4N, starting from
Figure 23: FOS of wing in Cantilever Analysis
root to tip respectively.
(Material Carbon Fibre + Balsa Wood) [13]
Factor of Safety: 2.75.

5.2.3 Pressure Analysis:

Pressure of 500Pa is applied to the bottom side of the
wing and root of the wing is fixed.

Figure 20: Boundary Conditions [13]

Figure 24: Boundary Condition: Pressure Applied [1]

Figure 21: Deformation of wing in Cantilever Analysis

(Material Carbon Fibre + Balsa Wood) [13]
Total Deformation of 3.65 mm is observed.

Figure 25: Boundary Condition showing fixed Support

[1]

Figure 22: Stress of wing in Cantilever Analysis

(Material Carbon Fibre + Balsa Wood) [13]
Total Stress of 113.83 MPa is observed

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Figure 26: Deformation of wing in Pressure Analysis

(Material Carbon Fibre + Balsa Wood) [1]
Total Deformation of 0.96 mm is observed.

Figure 30: Deformation of wing in Modal Analysis

(Material Titanium Alloy) [12]
Deformation of 66.23mm is observed in
Figure 27: Stress of wing in Pressure Analysis longitudinal direction. It is reasonable as the tip of
(Material Carbon Fibre + Balsa Wood) [1] the wing is free from any support with the main
Total Stress of 43.183 MPa is observed. body directly in contact.

5.3.2 Cantilever Analysis

Fixed Support: Root Rib
Force is applied to each rib in the order 2.84N,
5.68N, 8.57N, 11.36N, 14.2N, 17.05N, 19.8N,
22.4N, starting from root to tip respectively [13].

Figure 28: FOS of wing in Pressure Analysis (Material

Carbon Fibre + Balsa Wood) [1]
Factor of Safety: 7.3
5.3 Analysis for Titanium Alloy
Modal, Cantilever, Pressure, Analysis is done for the
Titanium Alloy :
Figure 31: Boundary Conditions [13]
5.3.1 Modal Analysis
Fixing the root rib as it will get attached to the main
body of the aircraft we will see the deformation of the
wing when a certain amount of frequency (Default -
10,00,000Hz) is acting on it [12].

Figure 32: Deformation of wing in Cantilever

Analysis (Material Titanium Alloy) [13]
Total Deformation of 24.417 mm is observed.

Figure 29: Fixed Support of the Wing [12]

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Figure 36: Boundary Condition showing fixed

Support [1]

Figure 33: Stress of wing in Cantilever Analysis

(Material Titanium Alloy) [13] Figure 37: Deformation of wing in Pressure
Total Stress of 280.67 MPa is observed. Analysis (Material Titanium Alloy) [1]
Total Deformation of 1.21 mm is observed.

Figure 38: Stress of wing in Pressure Analysis

Figure 34: FOS of wing in Cantilever Analysis (Material Titanium Alloy) [1]
(Material Titanium Alloy) [13]
Factor of Safety: 1.12 Total Stress of 16.172 MPa is observed.
5.3.3 Pressure Analysis: Pressure of 500Pa is
applied to the bottom side of the wing and
root of the wing is fixed [1].

Figure 39: FOS of wing in Pressure Analysis (Material

Titanium Alloy) [1]
Factor of Safety: 15

Figure 35: Boundary Condition: Pressure Applied [1]

6.CONCLUSION

With reference to all the materials present above we

have chosen the final one on the basis of usage,
availability, weight, strength and many more
considerations. From these three materials we further
concluded by doing analysis on the wing with the
material.
The composite of Carbon Fibre and balsa performs the
best. With a weight of just 360 grams it shows

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remarkable factor of safety of 2.75 with minimal [7] Aslam Abdullah, Muhamad Nabil Sabhi Mohd
deformation of 3.65mm. Jafri, Mohd Fadhli Zulkafli, “Numerical Study of
When consider to jerk loading for an aircraft the Military Airfoils Design for Compressible Flow”,
maximum load comes on the tip of wing because of ARPN Journal of Engineering and Applied Sciences,
their own weight, with minimal deformation the Vol. 12, 2017.
structure can show minimal flex and can show [8] Manash Chakraborty, Dr. Sheikh Muhammad
maximum flexural rigidity so it will be an advantage to Humayun Kabir, “A Computational Study on Two
use the composite. Horizontally Close Sequential Airfoils to Determine
When it comes to design a wing, weight plays very Cojoined Pressure Distribution and Aerodynamic
important role in every aspect covering Influences on each other”, Research Gate, 2015.
manoeuvrability, fuel economy, requires less engine [9] Sudhir Reddy Konayapalli, Y. Sujatha, “Design and
power to drive, maintaining structural integrity and Analysis of Aircraft Wing”, International Journal and
many more. Magazine of Engineering, Technology, Management
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