OF
FLIGHT VEHICLE STRUCTURES
By
E. F. Bruhn, B. S., M.S., C.E.
Printed in U.S.A.
PREFACE
The 1965 edition of the book "Analysis and Design of Flight Vehicle Structures", contained
over 950 pages. As time passes it is normal to expect expanded or new material to be added to later
editions of a book. Thus it appeared desirable to add some 380 pages of additional material, which
meant that a new edition would contain over 1300 pages or too large for a single volume. A decision
was made to issue the new edition in two volumes. This two volume edition was practically ready
for binding, when a further final decision was made to remain with one volume edition and place the
380 pages of new material referred to above in 3 separate, rather small sized books, Information on
these 3 separate books is given on the 3 pages following the Table of Contents. The reader will note
that these 3 books deal with special subjects in the structural design field and are available.
This new 1973 one volume edition presents 2 major changes from the 1965 edition. Chapter
A23 has been completely revised and expanded by a new coauthor, namely, Dr. Joseph A. Wolf,
formerly on the faculty of UCLA and now with the General Motors Research Laboratories. Dr. Wolf
had the cooperation of Dr. A. F. Schmitt, the author of the A23 Chapter in the 1965 edition. The
other major change is the replacement of Chapter C13 on the subject of fatigue in the 1965 edition
by a new chapter on fatigue. The Author of this new Ch~pter C 13 is C. R. Smith, a widely known
authority in the broad field of fatigue of materials and structures.
This author expresses his thanks to the several coauthors for checking over their material. Only
minor corrections have resulted from this check.
A considerable amount of material in various chapters by the author made use of reports, manu
als, drawings and photographs supplied to the author by many aerospace companies, in particular,
Boeing of Seattle; Douglas Co.; General Dynamics, Fort Worth and San Diego Divisions; Martin
in Denver; North American Aviation, Columbus and Tulsa Divisions; and the Vought Division of
LTV Corp. The author is deeply grateful for this assistance and cooperation.
As a final note, if any reference in the Chapters of this book refers to Volume 2 it should
be discarded by the reader.
June 1973
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TABLE OF CONTENTS
Chapter No.
A2 Equilibrium of Force Systems. Truss Structures. Externally Braced Wings. Landing Gear.
A3 Properties of Sections  Centroids, Moments of Inertia, etc.
A4 General Loads on Aircraft.
A5 Beams  Shear and Moments. Beam  Column Moments.
A6 Torsion  Stresses and Deflections.
A7 Deflections of Structures. Castigliano's Theorem. Virtual Work. Matrix Methods.
A8 Statically Indeterminate Structures. Theorem of Least Work. Virtual Work. Matrix Methods.
A9 Bending Moments in Frames and Rings by Elastic Center Method.
Al0 Column Analogy Method.
A11 Continuous Structures  Moment Distribution Method.
A12 Slope Deflection Method.
Chapter No.
CONTE.VTS
At.l Introduction
A~,2 G~ne[al Organization of an Aircraft Company Engineering Division
Al.) T~e ~o[k of the Structur~s Group
A2.1 Introduction
A2.2 Equations of Static Equilibrium
A1.3 Structural Pitting Units for establishing the Force Characteristics
of Direction and Point of Application
A2.4 Symbols for Reacting Fitting Units as used in Problem Solution
A1.5 Statically Determinate and Statically Indeterminate Structures
AZ.6 Examples of Statically Determinate and StaLleally Indeterminate
Struc:u.~s
A2.7 Sxample P.oblem Solutions of Statically Deter~in3te Coplanar
St[uc~ures and Coplanar Loadi~gs
A2.3 Stres~0S in Coplanar Truss Structures under Coplanar Loading
(Stat~cally Determinate/Indetec~~na~e ?)
A19 ~eth()d of Joints
A). i.0 Method of Moments
A2.11 ~et~od of Shears (Sections)
.\.1. 12 Aircaft Wing Structure. Truss Type with Fa~ric or Plastic Cover
:1.2,13 Landing Ge1r Structure
A~ . 14 Example Problems of Calc~lacing Reactions and Loads on Members
Of Landi~~ Gear Units
A2.1S Probl>:!ms
.\.3.1 Intr,)duction
.\] . 1 Centroids, Centre of G~avity
A.' .3 ~oment of Inertia
A3 4 ~oment of Inertia of an Area
A3.S Polar Moment of Inert~a
A3.6 Radius of Gyration
A3.7 Parallel Axis Theorem
A3.7a Mass :laments of Inertia (Tables of Sections)
AJ .q Product of Inertia
AJ.9 Product of Inertia for Axes of S/~~etr,
A3.1O Parallel Axis Theorem
A3.11 Moments of Inertia ~it~ ~espec: of Inclined fu~es
A3.12 Location of Axes for ~hich Produc~ of Inenia is Ze,o
A3.13 ?rLnci?al AY.es
AJ.14 Section Properties 0: Ty?ical Aircraft Str~ct~ral Sections
A3.;S ?:"oble,:s
A4. [ :ntr0c·.:ction
A4. J ~imit O~ Applied Loads. ~es~g~ ~oads
A4,3
A4.4 ~~ighc and Inertia Forces
A4.S Air Forces On Ving
A4.6 Forces on Airplane in F~igh:
A4.7 Load rae tors
A4.8 Design Flight Requirements for Airplane
A4.9 Gust Load Factocs
Ai..10 Il1us~r;Hion of Hain ?light C0nditions. VeLocityLoad Factor
Diag:am
A4.11 Special FliKht Deslgn Conditions
A4.12 Example Problems Involving Accelerated Motion of Rigid Airplane
A4.13 Effect of Airplane not being a Rigid Body
A4.14 General Conclusions on Influence of Dynamic Loading on Structural
Design of Airplane
A4.15 Problems
B&AHS  SHKA.R AND KOKENTS
A5.1 Introduction
AS.2 StaticallY Determinate and Indeter~inate B€amS
AS. ) Shear and Bending Koment
A5.4 Shear and ~ornent Diagra~s
A5.5 Section of Maximum Bending Homent
A5.6 Relation betveen Shear and Bending ~oment
AS.7 Koment Diagr~s as Hadeup of Parts
A5.8 Forces at a Section in terms of Forces at a previous Station
A5.9 Equations for Curved Beams
AS.10 Torsional Moments
A5.11 Shears and ~oments on ~ing
AS.12 Example Problem of Calculating wing Shears and Moments for One
Unit Load Condition
AS .13 Introduction to Shears and ~oments on Airplane Sody
AS.14 Design Condi,ions and Design ~eights
A5.15 Body Veight and Balance Distribution
A5.16 Load Analysis. Unit Analysis
A5.17 Example ?roble~ Illustrating the Calculation of Shears and
Moments on Fuselage due to Unit Load Condi~ions
A5.18 Unit Analysis for ?uselage Shears and Moments
A5.19 Example of Fuselage Shears and Homents for Landing Conditions
AS.20 Inertia Loads due to Angular A~celeration
AS.21 Solution for Inertia Loads due to Unit 100,000 lbs.in
Pitchi:tg ~Olllent
A5.21 ?rob 1e'1Is
BENDING MOMENTS  BEAM  COLUMN ACTION
,1,.5.23 Introduction
,1,.5.24 General Action of a He~be~ Subjected to Combined Axial and
TraIE':er:;~
Loads
AS.25 Equations for a Compressive Axially Loaded Strut ~ith UniEor~ly
Distributed Side Load
A5.26 Formulae for other Single Span Loadings
AS.27 Moments foe Combinations of various Load Syste~s
AS.28 Example Problems
A5.29 Stresses Above Proportional Limit Stress of Material
A5.JO
A5.31 BeamColumns in Continuous Structures
A7 D8PL&CrIONS OF STRUC11JRES
A7.1 Introduction
A 7.2 ~ork and Strain Energy
A7.3 Strain Energy Expressions for various Loadings
A7.4 Theorems of Virtual ~ork and ~inirnum Potential Energy
A7.5 Theocem of Complimentacy Ene~gy and Castigliano's Theocern
A7.6 Calculations of Stcuctucal Deflections by use of
Casttgliano's TheoLem
A7.7 Calculations of Stcuctural De:lections USing DummyUnit
Loads (~ethod of Virtual ~ork)
A7.8 Deflections due to Ther~al Strains
A7.9 Matrix ~ethods in Deflection Calculations
A7.10 Member ?rexibility Coe~:icien:s; Compilation of a Library
A7. 11 Application of Matrix ~~:hods co various StrucCuces
A7.12 Deflections and Angular Chang~ of the Elastic CUrve of
Simp:e Beams by Kohr's Het~od of Elastic Veights
A7.13 Example Problems
A7.14 Deflec:ion of aea~s by ~omentArea Hethod
A7.15 aeam Fixed End Moments by Ke:hod of Area Moments
A7.16 Truss Deflection by Het~od of Elastic Veights
A7.17 Solution by Example P~oblems
A7.18 Problems
A8 5TAT I CALLY INDE:TRIUUNATR STR UC1.1JRES
A8.00 Introduction
A8.0 The Principle of Super?osition
A8.1 The Statically Indeter~i~ate Problem
A8.2.1 Determination of Reduncant Reactions by Least Vork
A8.2.2 Redundant Stresses by Least _ock
A8.3 Redundant Problems by the Ket~od of DummyUnit Loads
A8.4 Example Problems  Trusses ~ith Single Redundancy
A8.5 Trusses ~ith DQuble Redundancy
A8.6 Trusses ~ith Multiple Redundancy
AB.7 Redundant Strllccures with ~emberssubjected to Loadings
in addi~ion to Axial Forces
A8.8 Initial Stresses
A8.9 Thermal Stresses
AS .10 Reduncant Problem Stress Calculations by Matrix Methods
A8.11 Redundant Problem Deflection Calculations by Matrix Methods
'\8.12 Precision and Accllracy in Redu~dant Stress Calculations
AB.ll Thermal St:ess Calcular;ons by Ma:rix ~e~hods
A8.14 Thermal De~:ections by Ma:rix ~erholjs
A9.1 Introduction
A9.2 Der£vation of Equations. Unsymmetrical Frames
A9.J Equations for Structure with Symmetry about One Axis
thrOIJgh Elastic Centre
A9.4 Example Problem Solutions. Structures with at least
One Axis of Sy~metry
A9.S Unsymmetlical St~uctures. Example Ptoble~ Solutions
A9.6 Analysis of Frame ~ith Pinned Supports
A9.7 Analysis of Prame virh One Pinned and One Fixed Support
A9.3 Solution of Unsymmetrical Frames using ?rincipal Axes
A9.9 Problems
AlO.1 General
A10.2 Geno::ral gxplanation of Column Analogy Method
A10.3 Frames One Axis of SymmetrJ
~ith
A10.4 Unsy~metrical Frames or Rings
A10.S Example Problem  Unsymmetrical Section
A10.6 Problems
A11. 1 Introduction
A11.1 Definitions and Derivatives of Terms
All. 3 Calculation of Pixed End Moments
All. 4 Stiffness Pactor  Carryover Factor  Derivation of
All. 5 General Expressions for Stiffness and Carryover Factor in
terms of Fixation Factor at far end of 3~a~
A11.5a 2xample Problems
All .6 General S~mrnJry of Proced~res
A11 . 7 ContillUQUS Beams with Yielding or Deflec~ed Supports
All. 8 ?ixed End Koments due to Support Deflec~iJns
All.'1 2nd Moments for Conti~uous Frame~0rks ~hose Me~bers are
not in a st.raight line. Joint Rotation Only
A11.10 Continuous Structures \{ith Members of Variable Homent
of Inert ia
.4.11.11 rrames vith UnLLo'~ Joint Deflections due to Sidesyay
:\11.12 Effect of Axial Load on Moment Distribut:on
A~ L 13 Fixed End Kcme~ts, Stiffness and Car:yo,er Factors for
Beam Columns of Constant Section
Al1.1~ Illustrative Proble~s
A11.15 Secondary 3ending Home~ts in Trusses ~it~ig:d Joints
Al1. 16 Structures ¥ith Cur~ed Kenbers
.\11.17 Structures ~ith Curved He~bers
Al1.18 Stiffness and Carryover Factors for Cuc~ed ~embers
:\11.19 2xample Pcoble~s. Continuous Structures involving
Curved Members
All. 10 Problems
Al1 SPECIAL KETBQDS  SLOPE DEFLECTION KETBOD
A12. 1 General
:\12.2 Derivation of Slope Deflection Equation
A12. 3 Hinged End. Slope Deflect ion Equa t ior.
A12.4 Exampl~ Problems
Al1.S Loaded Continuous Beam ~ich Yielding Supports
A',2.6 Statically Indeterminate F[a~es. JOLnt Rotation only
A12 . 7 Frames ~ith Joint Displace~e~ts
AL2.S 'example Problems of ?rames ~i th Unkno'.l" Jo~nt DisplaCement
A12.9 Comments on Slope Deflection Method
A~2.10 Problems
Al 3. a Introduction
A! 3 . 1 Location of Neutral Axis
AD.2 Equations for Bending Stress, Homogeneous 3eams, Stresses
below Proportional Limit Stress
AD. :3 Method 1. Stresses for Moments about the Principal Axes
AU.4 Method 2. Stresses ~y use of Neutral Axis for given Plane
of Loading
,
AI]. S Hethod 3. Stresses from Homents, Section Properties and
Distances referred to any pair of Rectangular Axes
through the Centroid of the Section
AI).6 Advantages and Disad~antages of the Three Methods
AI].7 Deflections
AI] .B Illustrative Problems
Al J. 9 Bending Stresses in Beams ~ith ~onHomogeneous Sections
Stresses .ithin the Elastic Range
All.IO Bending Stresses of Homogeneous Beams Stressed above the
Elastic Li~it Stress Range
Al].l1 Curved Bea~s. Stresses ~ithin the Elastic Range
All.12 Problems
A14 BENDING SHRAR STRESSES  SOLID AND OPEN SECTIONS~ SHEAR CKNTR.&
A14.l Introduction
A14.2 Shear Cen t re
A14.] Derivation of Formula for Flexural Shear Stress
Al4.4 Example Prable~s. Symmetrical Sec~ions. External Shear Loads
act through Shear Centre
A14. S Maximum Shear Stresses for Sim?le Crosssections
A14.6 Derivation of Flexural Shear F:o,,", Equation. Symmetrical
Beam S02.:tion
A14.7 Shear Stresses and Shear Centre Eor Beam Sections ~ith One
Ax i S 0 E S:,nllne try
A14,3 Shear Str02SS02S for Unsy~me:rical Bea~ Sections
A14. '1 geams ... ith Constant Shear Flo,,", ~eJs
A14.10 Example Pr,)ble~s for Seams ... ith Constant Shear Flows
bet.een Flange ~ernbers
A14.1l Shear C~ntre Location by uSLng Neutral Axis Method
A14 :2 Proble:1s
Al5 SHEAR FLQtJ IN CLOSW THIN'ii'ALLEJ SECfIONS
AlS.i IntrodiJc.tion
A1S.2 Singl~Cell Bea~. Symmetrical about One Axis. All Katerial
effec:ive in Resisting Sendi~g Stresses
A15.3 Single Cell ~ T~o flange Beam. Constant Shear Flov Vebs
Al5. ~ Shear Cen:re of a Single Cell  T¥o Fla~ge Beam
Al5,5 Single Cell  Three Flanged Beam. Constant Shear Flo~ Vebs
AlS.6 Shear Centre of Single Cell  Three Flange Beam. Constant
Shear Flo. Vebs
AlS,7 Single Cell  Multiple Flange  One Axis of Symmetry
A1S.8 Single Cell  Unsymmetrical  Multiple Flange
A1S.9 T~o Cell  Kultiple Flange 3eam. Symmetrical about One Axis
A1S.10 Three Cell  Multiple Flange 3eam, Symmetri~al about
One Axi s
AlS.ll Shear Flov in Beam vith Hultiple Cells. Method of Successive
Appr:oxi.na~ions
A1S.12 Example ?c~blem Solution
A15.ll Example Problem Solution
AlS.14 Use of Successive Approximation Method for Multiple
Cell BeaTIS ~hen slJbjected to Combined Bending and
Torsional Loads
A15.1S Shear Flo. in Cellular B~a~s ~ith Vaciable ~oment of Inertia
A15.l6 Determtnation of (~e flexura: Shear Flo~ Distribution by
constdec:ng the changes in ?lang~ ~oads
AIS, :7 Example ?:JDlell
A 15 .. " Shear flay in Tapered Sheet ?anel
A15.l9 Example ?roblem of Shear FloY in Taper:ed ~ultiple Plange
Single Cell 3eam
A15.20 Problems
A16 KRMBRANP, STRESSES IN PRESSURE YESS~LS
A16.l Introduction
A16.2 Hembrane Equations of Equilibrium. Shells of Revolution under
Rotationally Symmetric Pressure Loadings
A16.3 Applications of Simple Pressure Vessels
A16.4 Displacements, Boundary Conditions and Local Bending in
ThinValled Shells
A16. 4 Special Problems in Pressurized Cabin Stress Analysis
A16. 5 Shells of Revolution under Unsymmetrical Loadings
A17.1 Introduction
A17.2 plate Bending Equations
A17.3 An Illustrative Plate 3ending Analysis
A17.4 Compilatioo3 of Results for Plate Bending Problems
A17. 5 ~flection Limitations in Plate Analyses
A17.6 Hembrane Action in very Thin Plates
A17.7 Large Deflections in Plates
A17 . 8 Considerations in the Applications of Large Deflection Plate
and Membrane Analyses
A18 THEORY OF THE INSTABIUTf OF COUJXNS AND THIN SHEETS
A18.1 Introduction
A18.2 Combined Bending and Compression of Columns
AlB.] Elasti~ Stability of a Column
A18.4 Failure of Columns by Compression
Ala.S Buckling Loads of Colu~ns ~ith various End Conditions
A18.6 Inelastic Buckling. Int~oduction
A18.7 Per teet Column. Reduced Modulus Theory
A18.8 Imperfect Colu~n. TangentHodulus Theory
THEORY OF Tfffi E.LASTIC INSTABILITY OF THIN SI!EETS
"8.9 IntLoc.uct'.on
A18.10 PULe Bending of Thin Pla~es
A18.11 The Differential Equation at the Deflection SurEace
A18.12 Strain Ener 6 J in Pure Be~di~g of Plates
A18.13 Bending of R~ctangular Plates
A13.14 Combined Bending and Tension or Compression of Thin plates
A18.15 Strain Energy of Plates due to Edge Compression and Bending
A18.16 Buckling of Rectangular Plates vith va~ious Edge Loads and
Support Conditions
Al3.17 Buckling of Simply Supported Recta~gular Plates Uniformly
Compressed in One Direction
A1B.18 Buckling of Simply Supported Rectangular Plate compressed
in r~o Perpendicular Directions
A18.19 Buckling of Simply Supported Rectangular Plates under
combined Bending and Compression
A18.20 Inelastic Buckling of Thin Sheets
STRF"..NGTH OF COLUMNS VlrS STABLE CROSSSECTIONS
A18.22 Hethods of Column Failure. Column Equations
AIB.23 Column End Restraint. Fixity Coefficients. Column Effective
Length
A18.24 Design Column Curves for various Haterials
A:a.25 Selection of Materials for 2levated Temperature Conditil)ns
A:8.26 Exampl~ Problem
A18.27 Comprehensive Treatmer.t of Column Strength
A18.28 SDme Mechanical and Physical Properties of a few Typical
Aircraft Haterials
A19 INTRODUCTION TO VLNG STRESS &~YSIS
.\21.1 Introduction
A2 ~ • 2 Types of ~ing Const.uction
.J..:': 1 • 3 Dist.ibution of Conce~trated Loads to ~hin Sheet Panels
,... 2 ~ . 4 Rib for Single Cell  Tva Flange Beam
A21.5 Stresses in Rib Eor Three Stringer Single Cell Beam
,\21.6 Stress Analysis of Rib for Single Cell Multiple
Stringer ~ing
,,21.7 Rib ~ads due to Discontinuities in ~ing Skin Covering
,.1,21.8 Viog vith Cutout subjected to Torsion Example
An.9 ~ing vith Cutout subjected to Bending and Torsional
Load s  Examp:';·
\.21.10 Fuselage Frames
,1.21.11 SlJpporting Boundary Forces on Fuselage Frames
.\21.:2 Calculation of Fra~e 30undary Support;ng Fo.ces
,\21.~) Problems
A24.1 Assumptions
.\24,2 Formulation of the )Dimer,sional Squa.::ions of Thennoelasticity
A24.3 The Equilibrium Equations
A24.4 Strain  Displacement Eql.Ja:!orls
A24.5 Stress  Stratn Relations
A24.6 General gquations of 3Dimensional The~moelasticity
A24.7 The Compa'ibility Equations
A24.8 Boundary Equations
A24.9 General ~otes
A26.1 Introduction
A26.2 OneDimensional Problems
A16.3 TwoDimensional Problems
Bl FLIGHT VEHICLE KATRRl.ALS AND THEIR PROPERTIES
B1.1 Introduction
B1.1 Failure of Structures
B1.l Geoeral Types of Loading
B1.4 The Static Tension StressStrain Diagram
31. 5 The Static Compression StressStrain Diagram
B1.6 Tangent Modulus. Secant Hodulu$
B1.7 Elastic  Inelastic Action
B1.8 Ductility
B1.9 Capaci ty to Absorb Enecgy. Res i 1 i ence. Toughness
B1. 10 Poission's Ratio
B1.11 Construction of a StressStrain Curve through a given Yield
Stress by using a kno~n Test StressStrain Curve
B1. 12 NonDimensional StressStrain Curves
31. 13 Influence of Temperature on Katerial Properties
81. 14 Creep of Materials
B1. 15 The General Creep Pattern
B1. 16 StressTi~e Design Charts
B1.17 EfEect of Ti:ne of Exposure
B1. 18 Effect of Rapid Rate of Heating
81. 19 Ge~er~l ~ffect of Lo~ Tempera~u~e upon ~aterial Properties
51.20 Fatigue of Materials
gl. 21 Effect of Irnp~ct Loading on Hatecial Properties
B1. 22 Examples of some Results of Impact Testing of Materials
82 KECHANTCAL MID PHYSICAL PROPER7IES OF M.....'""TALLlC MATF.R.IALS FOR
F'LlG!IT VEHICLE STRUC11JRES
C4.1 IntroductiQn
C4.2 Design for 7ens:on
C4.) Design for Com?ression
C4.4 Column Forllulae for Round Steel Tubes
C4.5 Column For~ulae for Aluminium Alloy Tubes
C4.6 Column Formulae for Hagnesium Alloys
C4.7 Short Column Equations for Other Materials
C4.3 Column Failure due to Local Failure
C4.9 Design Column Charts
C4.10 Section Properties of Round Tubing
C4.11 General Facts in Tubing Design
C4.11 Effect of ~elding of Steel Tubes upon the Tension and
Column Strength
C4.1J Illustrative Proble~s in Strength Checking and Design of Round
Steel Tubes as Columns and Te~$ion Hemoers
C4.14 Illustrative Problems using Aluminium Alloy and Magnesium
Round Tubes as Column and Tension Me~bels
C4.15 Strength of Streamline Tubing
C4.16 Strength of Oval and Square Shaped Tubes in Compression
ULTIMATE BE.NDING STRENGTH OF ROUND TUBES
C4. 1 7 Charts for find~ng the Modulus of Rupture Stress
C4. ~8 Problems involving the Be~d:ng Strength of Tubes
ULTIMATE TORSIONAL STR.RNGTH OF ROUND TUBES
C 7.1 Introduction
C7.2 ~ethod 1. The Angle CSeedham) Method
C7 , 3 Des ign CJ:V<2S
C7.4 ~e(hod 2. F~r St:ess Crippli~g Ca~cula:10n (Gerard ~e:hod)
C 1.5 Stresses a~d Disp~ac:e~e~,s of riat ?la:es aEter 3uckling
under Condi tions of ~niform End Sho~:~~ing
C 7.6 The Gerard Equations for C~ippling Stress
C 7• 7 Correction for Claddinl
C 7.8 Haximum ~alues for Crippling Stresses
C7.9 Restraint produced by Lip5 and Bulbs
C7.10 Illustrative Problems in Calcula~ing Crippling Stress
C7.11 Introduction to Effective Sheet Vidths
C7.12 Effecti~e Sheet Vidths
C7.12 Efeective ~idth for Shee~ ~irh One Edg~ Free
C7.13 Effective Vidth vhen Sheet and Stiffe~e" have Different
Material Properties
C7.14 InterRivet Buckling Stress
C7. 15 Illustrative ?roblem involv:ng Effective Sheet
C7. 16 Failing Strength of Short SheetStiffener Panels
in Compression
C7.17 Failure by Inter~Rivet Buckling
C7.18 Failure of Short Panels by Sheet Vrinkling
c7.19 ~quation for irinkling Stress
c7.20 Rivet Criterion for Rivet Failure
C7.21 Illustrating Calculation of Short Panel Failing Strength
c7.22 General Design Limitations to prevent Secondary Failure
in SheetStiffener Panel
C7.23 Y Stiffened Sheet Panels
C7.24 Example Problem Y Stiffened Panel
C7.25 Column Curve for H€mbe~s vith Unstable CrossSections
C7.26 Methods used for Deter~ining the Column Failing Stress
in the Transition Region
C7.27 Example Problems involving the ?inding of the Column
Strength of Columns ~fth Unstable CrossSections
(7.28 Column Strength of Stiffene~ ~ith Effective Sheet
C7.29 SheetStiffener Panels ~ith Relatively 8e3vy Sheet Thickness
C8 BUCKLfNG STR.&..'K...TB OF KONOCOQlJE CYLINDERS
C8.1 Introductlon
C8.2 Buckling of Honoc.oque CirclJ1a~ Cylinde~s unde: A..:dal
Compression
C8.3 Additiollal Convenient Desig~ Charts for Deter~ining
Compressive Buckling Stc€SS
C8.4 Plasticity Correction
C8.5 Buckling of !'lonocoque Ci~c:Jla~ ~yli:1de:s under Axial Load and
Internal P:essuce
e3.6 IntrodiJction ~o BIJckli~g of Monocoque Circular Cylinders under
Pure Be.!ding
C8.7 Available Design Cur.es for 3e~ding Based on Ex?erimental
Results
eB.3 B1Jckling Strength of Circular Cylinde~s in Bending vith
Internal ?cessuce
C8.9 External Hydrostatic P~essure
C8.1O 8xternal Radial Pressure
C3.11 Buckling of Honocoque Circular Cylinde:s under Pure Torsion
C8.12 Buckling under Transverse Shear
C8.13 B1Jckling of Circular Cylinders under Pure Torsion with
Internal Pressure
c8.14 Buckling of Circular Cylincers under Transverse Shear and
Internal Pressure
C3. 1 S Buckling of Circular Cylinde:s under Combined Load Systems
C8.16 Illustrative P:oblems for Finding the Buckling Strength
of Circular Honocoque Cylinders
C8.17 BtJckling of ThinValled (Honocoque) Conical Shells
C8.18 Allovable Compressive Buc~l:~g Stress for Thin~Valled
Conica.l Shells
C8.19 Additional Desig~ Buckling Curves for Thin~alled
Conical Shells
c9 BUCKJ.ING STRE.'K:TB OF CURVED SHEET PA.'fELS. ULTIKATE STRENC"1'S
OF ST I PFENED CURVED SIIEET STRUCTlJRES
C9.1 Introduction
C9.2 State of the Theory
c9.3 Compressive Buckling Stress of Curved Sheet Panels
C9.4 Shear Buckling Str~ss of Curved Sheet Panels
c9.5 Buckling Stren&th of Curved Sheet Panels under Combined
Axial Compress ion and Shear
C9.6 Compressive Bl.lckling Stress of Curved Panels vith
Intecnal ?ressure
C9.7 Shear BIJckling Stress of Curved Sheet Panels with
Internal Pressure
C9.3 Example Proble::"s
C9.9 Introduction to the Ulti~ate Strength of SifEened Cylindrical
Structures
C9.10 Types of Instability Failure of SemiMonocoque Structures
C9. , 1 The Determination of the Stresses in a Stiffened Cylindrical
Structure under External Loads
C9. '2 Panel Instability Strength
C9. 1] Calculation of Gene:al Instability
C9. 14 Buckling of Spherical P~ates under Unifor~ External Pressure
c13 FATIGlJE
e13.1 Introduction
C1 3.2 Stress Concentra~ions
e13.3 Pat~gue Data
C13.3.1 Unnotched Data
C13.3.2 Notched Jata
C13.3.3 Endurance Limi t
C13.3.4 Patigue Testing Kachines
C13.3.5 Test Scatter
C13.3.6 LoadN CUr'.'es
C13.3.7 Elevated Temperature
e13.5 Increasing Fatigue Resistance
e13.5.1 Introduction
C13.5.2 Stress, Strain and Plastic Deformation
e13.5.3 Effect of Residual StresS on Fatigue
e13.5.4 Mechanically Introduced Residual Stresses
e13.5.5 Residual Stresses by Diffusion Rardening
C13.5.6 Increasing Rigidity
e13.5.7 Combined Rigidity and Residual Stress
e13. 5.8 Load Relief at Fasteners
e16.6 Cumulative Fatigue 8amage
C13.6.1 In t roduc t i.on
e13.6.2 Loads
C13.6.3 Predicting LiEe
Ct1.6.4 St:es5 :::n:eraction
e13.6.5 Fatigue Stcength :ndex
CI3.6.6 SIJmma~j of Life P~oduction
C1 3. 7 Safe :"ife, Fail Slo'' a,'ld :;'ailsaEe
e13.7.1 Safe Life and Crack Propagation
C13.7.2 Pai lsafe
e13.8 Frequently Overlooked Problem Areas
C13.8.1 Fatigue Failures of Compressive Surfaces
e13.8.2 Heavy Forging Attachments on St~essed Parts
Cl1.8.4 Pastener Sizes
e11.8.5 Acoustic Fatigue
CU.9 r:heck [,ist
C13.10 Concluding Remarks
FITTINGS AND CONNECTIONS. BOLTED ~VD RIVETED
ot. 1 Introduction
D1.1 Economy in Fitting Des~gn
01. ) fitting Design Loads. Kini~um Hargins of SQfety
01. 4 Special or Higher Factors of Safety
D1.5 Aircraft Bolts
D1.6 Aircraft Nuts
D1.7 Bolt Shear, Tension and Bendi~g Strengths
01.8 801ts in Combined Shear and Te~sion
01. 8a Bushings
01. 9 Single Bolt Fitting
01. 10 ~ethods of Failure of Single Bolt Pitting and the Allo~able
Fai ling Loads
D1.11 Lug Strength Analysis under Axial Loading
D1. 12 Lug Strength Analysis under Transverse Loading
01. 1) Lug Strength Analysis under ObI ique Loads
01. 14 Bolt Bending Strength
D1. 15 Illustrative Problems
D1. 16 Bolt Loads for Multiple Bolt Fittillg. Bolt Sizes Different
Concentric Loading
D1. 17 Kultiple Riveted or Bolted Joints subjected to Eccentric Load
01. 13 Types of Rive~s
[)1.19 Rivet Material
Dl.10 Sttength of Ri~ets. ?rotruding R€dd Type
01. 2 1 Strength of Rivets. F~ush Type
D1 .22 Blind Rivets
D1,23 Riveted She~C Splice In~ornation
D1. 24 Illustrative Frob lens
Dl. 25 Rivets in Tension
D1. 26 ~ivet Tension Strengchs
D2 'lEUl8D COmiECTrONS
01. 1 Introduction
J2.2 Gas 'Jelding
n. ] General Notes on the ?ra~tical Design of _elded 10ints
)2.4 General Types o~ 'Je'...ded Steel fitting Units
02.5 Electric Arc ~elding
D1.6 Bffect of Velding on Base ~etal
02.6 qeldHetal Allo~able Stress
'J2.7 Allo~able Load for Velded Sea~s
C2.8 Brazing
Li 2 • 9 ~el~~ug of Aluminium Alloys
01.10 Illustrative Proble~s involvin~ Velding
01. 11 Spa t Veld i ng
D2.12 Spot ~elding of Al~~iniurn Alloys
D2.1) Spot Strengths
02 .14 Reduction of Tensile Str~ngth of ?arent Metal due to
Spot 'Jelding
·lJ.1 Introduction
'.1 3. 2 Shear Clips
)3.3 Tension Clips
c, .1. '
LI~.<t .Joggled Ke:;joes
D3.5 Fi llers
D}.6 CllLO"rS in 'Jebs or 5kin p;onels
OJ.7 Special Cases of B~a~ Design
D3.3 Structural Skin ?anel Deta~ls
01.9 Additional Important S~~uc:ural Details
\PPfl.NVIX A  ELEMENTARY KATRlI Al).::;ERRAE
SPECIAL BOOKS NOW AVAILABLE
As explained in the preface, instead of changing to a 2 volume edition in order to include 380
pages of new material, it was decided at the last minute sotospeak, to remain with one volume and
issue this new material on three different subjects as separate books. A description of these 3 books
follows:
"Engineering Column Analysis" has been written to provide the engineer with practical
methods for analyzing nearly all types of columns and beamcolumns, including those on elastic
supports and these loaded into the plastic range of the material. The book has been written in such
a manner that no prior study of elastic stability theory is necessary. The only prerequisite is an
understanding of elementary strength of materials as given in undergraduate engineering courses.
The numerous methods and techniques of analysis are presented for "hand solutions" by the
engineer, but these can, of course, be arranged for analysis by computer if desired. The broad scope
of the book is indicated by the following list of Part titles. References are also provided for further
reading on specific subjects. Much of the material has been used by the author in classes for prac
ticing engineers in the aircraft industry. It is often surprising to one how easily many seemingly
complicated columns or beamcolumns can be analyzed for engineering purposes.
Part Title
The Author has presented a basic review of a new structural technology. He has also presented
an insight into the development of the technology as well as the application of the technology in
practical structural elements.
The Author presents the application of the design and analysis methodology from the micro
mechanics of fiber matrix interaction to the use of composite lamination in various types of struc
tural elements and methods of joining. The application analysis also includes the description of
failure modes, a statement of failure criteria, and test methods for the experimental evaluation of
composite materials.
The Author demonstrates the use of all analysis methodology and failure criteria with example
problems taken from ten years of experience in the design with composite materials in the aerospace
industry.
TABLE OF CONTENTS
C13.l Introduction
C13.Ll The Development of a Technology
C13.L2 The Material Concept
C13.L3 The Design Approach to Composite Structures
C14.L4 Nomenclature
C13.4
C13.4.l Laminate Failure Criterian
C13.4.2 Failure modes and Test Methods
C13.4.3 Nonlinear characteristics of Laminate and Failure Modes
This section represents an elaboration for Prof. E. F. Bruhn's book, "Analysis and Design of
Flight Vehicle Structures." It has been designed to introduce the student and beginning engineer to
the general field of missile structures and to give a limited presentation of the preliminary load,
stress analysis, and structural design practices of typical boost missiles.
The first portion is both analytical and descriptive in nature and serves to acquaint the reader
with current practices in configuration, material usage, structural techniques, and design factors.
The main body, or Parts E1.7 and E1.8, takes a hypothetical multistage vehicle, derives the critical
flight load conditions, and indicates analysis for these loads. The analysis techniques derive directly
from the body of Professor Bruhn's book, "Analysis and Design of Flight Vehicle Structures"; hence
giving the reader examples of practical usage of that data for missile design.
TABLE OF CONTENTS
(Drawing  Courtesy of N.
APOLLO/SATURN VEHICLE
1959  60 BEGINNING OF THE "JET" AGE OF AIR TRANSPORTATION  550650 MPH
1928 BOEING MODEL 80A 1930 FORD TRIMOTOR 1931 BOEING "MONOMAIL" 1933 LOCKHEED "ELECTRA"
1903 FIRST FLIGHT BY 1912 GLEN. L. MARTIN 1918 STANDARD AIRCRAFT 1926 FOKKER TRANSPORT
WRIGHT BROTHERS IN HIS BIPLANE CORP BIPLANE
L...._ PHOTOGRAPHS ILLUSTRATING PROGRESS OF AIRCRAFT DESIGN FOR AIR TRANSPORTATION  40 TO 175 MPH
GENERAL DYNAMICS Flll AIR FORCE/NAVY
TACTICAL FIGHTER. SPEED 2000 M. P. H.
VARIABLE POSITION WING (1965)
1930 MARTIN P3Ml NAVY 1933 VOUGHTNAVY SU4 1936 GRUMMANNAVY SFl 1939 VOUGHTSIKORSKY S02U
1908 "WRIGHT" AIRPLANE 1918 CURTIS ':JENNY" 1921 BOEINGARMY 1929 CURTIS P6 "HAWK"
FIRST ARMY AIRPLANE ARMORED ATTACK AIRPLANE
SOME PREWORLD WAR II AIRCRAFT
IPHOTOGRAPHS ILLUSTRATING TREMENDOUS PROGRESS OF MILITARY AVIATION.....
LUNAR ORBITER. Will orbit the moon taking
pictures (1966)
The Age for Spacecraft is just dawning. Regardless of the type of Spacecraft,
its creation will involve the work of the structural designer.
Drawing Showing General Layout
of Modern Missile
26
25
24
12
23
22
16
NASA DELTA SPACE VEHICLE
MODEL DSV3B
DDUG~
1. S17 (OSO) Spacecraft 7. RetroSystem Nitrogen Bottle 12. Fuel Tank 18. Stabilizing Fim 24. Guidance Antenna
2. Fairing 8. BTL 600 Series Guidanee 13. Wiring Tunnels 19. 1st Stage Telemetry 25. 2nd Stage Telemetry 21
3. Spin Table 9. Fuel Tank 14. Telemetry Antenna 20. Antivortex BajJle Antenna
20
4. Spin Rocket Holder 10. Helium Sphere 15. Oxidizer Tank 21. Antislash Baffles 26. ABL X 248A5DM Solid
5. 2nd Stage Programmer 11. Aerojet AJIOH8D 16. Turbopump 22. Interstage Structure Propellant M owr
6. Eledronics Padroge Assembly 2nd Stage Engine 17. Rockeldyne 1st Stage Engine 23. Oxidizer Tank 27. Spaeecraft Attaeh Fitting 19
18
I
Ql c
en en
c  ."
.;: Z Ql
+
Vl 0"
0
a.. I
0::: ::>
Ou
U ::>
Vll:
= ."
u=E
0 I 
00 U
I .::
u.. 0
ti:o
~ .~
0::: Q..
U >...
o:::+
~ (G
+
a.. ~
Ot;
0:::2
:1::::
I
0::: en
0.=
Z ~
~
o
LIFTOFF AT THE CAPE  the huge Saturn V SIC SEPARATION  first stage drops away, SIVB IGNITES  $II stage is jettisoned;
in a 71 /,millionpound thrust toward the stars. and the Saturn SII second stage is now ignited. SIVB hurls Apollo spacecraft into earth orbit.
2 3
TRANSLUNAR INJECTION  SIVB stage pushes APOLLO  SIVB SEPARATION  the adapter FREE FLYAROUND  Apollo craft turns
Apollo spacecraft out of earth's gravity pull. panels are blown free; Apollo craft separates. around in space to dock with the waiting LEM.
4 5 6
~.j/
..."",~
..
..... '\
~
. . . . ..
LEM EXPOSED  two crewmen enter LEM LUNAR ORBIT  Service Module engine THE DESCENTApollo croft remains in
for an equipment checkout; SIVB is left behind. retrofires to put craft in aOmile lunar orbit. orbit while two nstronouts guide LEM to the moon.
7 8 9
LUNAR EXPLORATION  during moon stay MOON BLASTOFF  the LEM employs its LUNAR RENDEZVOUS  the LEM ClstrOllauts
fwo astronauts undertake scientific observations. expended descent stage (JS plotfonn for jiftoff. line up ernft for critical dock'm(Jte m(Jneuver.
10 11 12
HOMEWARD BOUND  LEM stays behind in SIM JETTISONED  prior to entry into REENTRY  pilot now orients Command
lunar orbit as three men head Apollo for earth. the earth's atmosphere, S/M is detached and left. Module so base heat shield takes friction heat.
13 14 15
(1) Wind Tunnel and Fluid Mechanics Test The final results of the work of this
Labs. group are formal reports giving complete applied
(2) Structural Test Labs. load design criteria, with many graphs and sum
(3) Propulsion Test Labs. mary tables. The final results may give com
(4) Electronics Test Labs. plete shear, moment and normal forces referred
(5) ElectroMechanical Test Labs. to a convenient set of XYZ axes for major air
(6) Weapons and Controls Test Labs. craft units such as the wing, fuselage, etc.
(7) Analog and Digital Computer Labs.
THE WORK OF STRESS ANALYSIS AND STRENGTH GROUP
V. Flight Test Section.
Essentially the primary job of the stress
VI. Engineering Field Service Section. group is to help specify or determine the kind
of material to use and the thickness, size and
Since this textbook deals with the subject crosssectional shape of every structural mem
of structures, it seems appropriate to discuss ber or unit on the airplane or missile, and
in some detail the work of the Structures Group. also to assist in the design of all joints and
For the detailed discussion of the other groups, connections for such members. Safety with light
the student should refer to the various air weight are the paramount structural design re
craft company publications. quirements. The stress group must constantly
work closely with the structural Design Section
AI. 3 The Work of the Structures Group in order to evolve the best structural overall
arrangement. Such factors as power plants,
The structures group, relative to number of builtin fuel tanks, landing gear retracting
engineers, is one of the largest of the many wells, and other large cutouts can dictate the
groups of engineers that make up Section II, type of wing structure, as for example, a two
the technical analysis section. The structures spar single cell wing, or a multiple spar
group is primarily responsible for the multiple cell wing.
structural integrity (safety) of the airplane.
Safety may depend on sufficient strength or To expedite the initial structural design
sufficient rigidity. This structural integrity stUdies, the stress group must supply initial
must be accompanied with lightest possible structural sizes based on apprOXimate loads.
weight, because any excess weight has detri The final results of the work by the stress
mental effect upon the performance of aircraft.. group are recorded in elaborate reports which
For example, in a large, long range missile, show how the stresses were calCUlated and how
one pound of unnecessary structural weight may the required member sizes were obtained to carry
add more than 200 Ibs. to the overall weight of these stresses efficiently. The final size of
the missile. a member may be dictated by one or more factors
such as elastic action, inelastic action, ele
The structures group is usually divided vated temperatures, fatigue, etc. To insure
into subgroups as follows: the accuracy of theoretical calculations, the
stress group must have the assistance of the
(1) Applied Loads Calculation Group structures test laboratory in order to obtain
(2) stress Analysis and Strength Group information on which to base allowable design
(3) Dynamics Analysis Group stresses.
(4) Special Projects and Research Group
THE WORK OF THE DYNAMICS ANALYSIS GROUP
THE WORK OF THE APPLIED LOADS GROUP
The Dynamics Analysis Group has rapidly
Before any part of the structure can be expanded in recent years relative to number of
finally proportioned relative to strength or engineers required because supersonic airplanes,
rigidity, the true external loads on the air missiles and vertical rising aircraft have pre
craft must be determined. Since critical loads sented many new and complex problems in the
come from many sources, the Loads Group must general field of dynamics. In some aircraft
analyze loads from aerodynamic forces, as well companies the dynamics group is set up as a
as those forces from power plants, aircraft separate group outside the Structures Group.
inertia; control system actuators; launching,
landing and recovery gear; armament, etc. The The engineers in the dynamics group are
effects of the aerodynamic forces are initially responsible for the investigation of vibration
calculated on the assumption that the airplane and shock, aircraft flutter and the establish
structure is a rigid body. After the aircraft ment of design reqUirements or changes for its
structure is obtained, its true rigidity can control or correction. Aircraft contain dozens
be used to obtain dynamic effects. Results of of mechanical installations. Vibration of any
wind tunnel model tests are usually necessary part of these installations or systems may be
in the application of aerodynamic principles to of such character as to cause faulty operation
load and pressure analysis. or danger of failure and therefore the dynamic
AI. 3
clnracteristics must be changed or modified in groups have a special sUbgroup which is work
order to insure reliable and safe operation. ing on design problems that will be encountered
in the near or distant future as aviation pro
Tne major structural units of aircraft such gresses. For example, in the Structures Group,
as the wing and fuselage are not rigid bodies. this subgroup might be studying such problems
Thus when a sllilrp air gust strikes a flexible as: (1) how to calculate the thermal stresses
wing in high speed flight, we have a dynamic in the wing structure at su)ersonic speeds;
load situation and the wing will vibrate. The (2) how to stressanalyze a new type of wing
dynami,~ist must determine whsther this vibration strUi;ture; (:3) what type of body structure is
is serious relative to induced stresses on the best for future space travel and what kind of
wing stru~ture. The dynamics group is also materials will be needed, etc.
responsible for the determination of the
stabi Ii ty ami performan,;e of missile antj flight Chart 1 illustrates in general a typical
vehic;le glLldl:J.,;e and control systems. The makeup of the Structures Section of a large
dynamL;s group must work (~onstantly with the aerospace compa:1Y. Chart 2 lists the many
various test laboratories in order to obtain items which the structures engineer must be
reliable values of certain fa:;tors that are con'cerned with in insuring the structural
necessdry in m'lny theoreti'~'ll cal,;ulations. integrity of the flight vehicle. Both Charts
land 2 are from ChanceVought Structures
Tnt<; WOH!\: OF THS SPECIAL PHOJ~CTS GROUP Design ~lnual and are reproduced with their
permission.
In g:meral, all the various techIlical
STRUCTURES SECTION
CHIEF OF STRUCTURES
STRUCTURES STRUCTURES
PROJECT MATERIALS
ENGINEERS GROUP
LOADS AND
METHODS
UNIT
STRUCTURES
TECHNICAL
GROUP
 NONMETALLIC
~
UNIT
METALLIC
UNIT
AEROElASTlC RESEARCi:
UNIT AND
DEVELOPMENT
UNIT
AEROElASTIC
DESIGN
AEROELASTIC
RESEARCH
AND
DEVElOPMENT
STRESS
ANALYSIS
UNIT
 STRUCTURES
TEST
LABORATORY
GROUP
STRUCTURES
TEST UNIT
HYDRAULIC
AND POWER

PLANT TEST
DESIGN UNIT
WEIGHT
CONTROL
GROUP
DESIGN
ALLOWA8LES
DESIGN
METHODS
Chart 1.
 MACHINE
COMPUTATION
GROUP
MATERIALS OF
CONSTRUCTION
FASTENERS
WELDING
BONDING
PLATE AND BAR
FORGINGS
STIFFNESS CASTINGS
EXTRUS IONS STRESS
CRITERIA SHEET METAL
FLUTTER SANDWICH
ANALYSIS
PLASTIC LAMINATE SKIN PANELS
CONTROL SYSTEM STABILITY
BEARINGS BEAM ANALYS IS
PANEL FLUTIERSKIN CONTOURS STRAIN COMPATIBILITY
STRA IN CONCENTRATION
CONTROL SYSTEM DEFLECTIONS
JOINT ANALYSIS
THERMAL EFFECTS BEAR ING ANALYS IS
BULKHEAD ANALYS IS
MECHAN ICAL VIBRAT IONS
FIniNG ANALYSIS
ROLL POWERD IVERGENCE THERMAL STRESS
MECHANICAL COMPONENTS
AERODYNAMIC CENTER SHIFT
EXPERIMENTAL STRESS ANALYSIS
DYNAMIC RESPONSE
LOADS AND
ENVIROMENT MATERIALS AND
FLI GHT LOAD CR ITER IA QUALITY CONTROL
GROUND LOAD CR ITER IA
FLIGHT LOAD DYNAMICS DUCTILITY
LAUNCHING DYNAMICS STRESSSTRAIN
LANDING DYNAMICS
DYNAMIC RESPONSE HOMOGENEOUS MATER IAL
RECOVERY DYNAMICS RESIDUAL STRESS
FLIGHT LOAD DISTRIBUTIONS
COMPONENT ALLOWABLES HEAT TREAT CONTROL
INERTIAL LOAD DISTRIBUTIONS
YIELDING
FLEX IBIL1TY EFFECTS ANALYSIS FRACTURE
STRESS CORROSION
GROUND LOAD DISTRIBUTIONS
REPEATED LOAD SPECTRUMS UN IT SOLUTIONS STABILITY AT TEMPERATURE
FATIGUE
TEMPERATURE DISTR IBUT IONS INDETERMINATE STRUCTURES SPECIFICATION CONFORMANCE
LOADS FROM THERMAL WEAR, BRINELLING
DEFORMATIONS WINGANALYSIS BLUE PRINT CONFORMANCE
CREEP
PRESSURESIMPACT TAIL ANALYSIS
DEFLECTIONS
FUSELAGE SHELL ANALYS IS
THERMAL EFFECTS
THERMAL ANALYSIS
STIFFNESS
DEFLECTION ANALYS IS
COMBINED LOADINGS
STIFFNESS
BUCKLING
Chart 2
From Chance Vought Structures Design Manual
CHAPTER A2
EQUILIBRIUM OF FORCE SYSTEMS. TRUSS STRUCTURES
A2.1 Introduction. The equations of static force system pass through a common point. The
equilibrium must constantly be used by the reSUltant, if any, must therefore be a force
stress analyst and structural designer in ob and not a moment and thus only 3 equations are
taining unknown forces and reactions or unknown necessary to completely define the condition
internal stresses. They are necessary whether that the resultant must be zero. The equations
the structure or machine be simple or complex. of equilibrium available are therefore:
The ability to apply these equations is no
doubt best developed by solving many problems. ZF x =0 ZMJ. = oo
This chapter initiates the application of these ZF y =0 or ZM" =o }     (2.2)
important physical laws to the force and stress
analysis of structures. It is assumed that a
ZFz =0 ZM a =
student has completed the usual college course A combination Oi force and moment equations
in engineering mechanics called statics. to make a total of not more than 3 can be used.
For the moment equations, axes through the point
A2.2 Equations of Static Equilibrium. of concurrency cannot be used since all forces
of the system pass through this point. The
To completely define a force, we must know moment axes need not be the same direction as
its magnitude, direction, and point of applica the directions used in the force equations but
tion. These facts regarding the force are of course, they could be.
generally referred to as the characteristics of
the force. Sometimes the more general term of EQ.UILIBRIUM OF SPACE PARALLELFORCE SYSTEM
line of action or location is used as a force
characteristic in place of point of application In a parallel force system the direction of
designation. all forces is known, but the magnitude and
location of each is unknown. Thus to determine
A force acting in space is completely magnitude, one equation is required and for
defined if we know its components in three location two equations are necessary since the
directions and its moments about 3 axes, for force is not confined to one plane. In general
example Fx , Fy ' Fz and Mx , My and Mz • For the 3 equations commonly used to make the re
equilibrium or a force system there can be no sultant zero for this type of force system are
resultant force and thus the equations of one force equation and two moment equations.
equilibrium are obtained by equating the force For example, for a space parallelforce system
and moment components to zero. The equations acting in the y direction, the equations of
of static equilibrium for the various types of eqUilibrium would be:
force systems will now be summarized.
ZF y .:: 0, ZMx = 0, ZMz = 0  (2.3)
EQ.UILIBRIUM EQ.UATIONS FOR GENERAL
SPACE (NONCOPLANAR) FORCE SYSTEM EQ.UILIBRIUM OF GENERAL COPLANAR FORCE SYSTEM
ZFx =0 ZMJ. = 0 In this type of force system all forces lie
ZF y =0 ZM" = 0 }     (2.1) in one plane and it takes only 3 equations to
ZFz =0 ZM a = 0 determine the magnitude, direction and location
of the reSUltant of such a force system. Either
Thus for a general space force system, force or moment equations can be u~ed, except
there are 6 equations of static equilibrium that a maximum of 2 force equations can be used.
available. Three of these and no more can be For example, for a force system acting in the
force equations. It is often more convenient xy plane, the following combination of equili
to take the moment axes, 1, 2 and 3, as any set brium equations could be used.
of x, y and z axes. All 6 equations could be
moment equations about 6 different axes. The
force equations are written for 3 mutually ZFx = 0 ZFx = 0 ZF y = 0 ZM z J. = 0
perpendicular axes and need not be the x, y ZF y = 0 or ZMzJ.= 0 or ZMzJ.= 0 or ZMz " = 0 2.4
and z axes.
ZM z= 0 ZMz" = 0 ZMz" = 0 ZM za = 0
EQ.UILIBRIUM OF SPACE CONCURRENTFORCE SYSTEM (The SUbscripts 1, 2 and 3 refer to different
Concurrent means that all forces of the locations for z axes or moment centers.)
A2.1
A2.2 EQUILIBRIUM OF FORCE SYSTEMS. TRUSS STRUCTURES.
A colinear force system is one where all For any force such as P and Q acting in the
forces act along the same line or, in other xy plane, the line of action of such a force
words, the direction and location of the forces must pass through the pin center since the
are known but their magnitudes are unknown; fitting unit cannot resist a moment about a z
thus only magnitude needs to be found to define axis through the pin center. Therefore, for
the resultant of a colinear force system. Thus forces acting in the xy plane, the direction
only one equation of eqUilibrium is available, and line of action are established by the pin
namely joint as illustrated in the figure. Since a
single pin fitting can resist moments about axes
ZF =0 or ZM~ =0 2.7 perpendicular to the pin axis, the direction and
line of action of outofplane forces is there
where moment center 1 is not on the line of fore not established by single pin fitting units.
action of the force system
_(0
A B
0)_
ex
A2. 3 Structural Fitting Units for Establishing the Force
Characteristics of Direction and Point of Application.
If a bar AB has single pin fittings at
To completely define a force in space re each end, then any force P lying in the xy
quires 6 equations, or 3 equations if the force plane and applied to end B must have a direction
is limited to one plane. In general a structure and line of action coinciding with a line join
is loaded by known forces and these forces are ing the pin centers at end fittings A and B,
transferred through the structure in some since the fittings cannot resist a moment about
manner of internal stress distribution and then the z axis.
A2.3
Double Pin  Universal Joint Fittings Another general fitting type that is used
to establish the direction of a force or reaction
is illustrated in the figure at the bottom of the
first column. Any reacting force at joint (A)
must be horizontal since the support at (A) is
so designed to provide no vertical resistance.
_A~B_
fitting support or attachment units are to be
used or are assumed to be used in the final
~
design. The following sketch symbols are com
monly used for coplanar force systems.
Pin
In order to permit structures to move at _"(0"')_ _'1
~Pin
Q,
 ,I
&
Rx I
I
I
t
reaction is also known, hence only one force ~Ry +Ry
characteristic, namely magnitude, is unknown
for a rollerpin type of fitting. For the
fitting unit at (A), point of application of the
reaction to the truss is known because of the The above graphical symbols represent a
pin, but direction and magnitude are unknown. reaction in which translation of the attach
ment point (b) is prevented but rotation of the
Lubricated Slot or Double Roller Type of Fitting attached structure about (b) can take place.
Unit. Thus the reaction is unknown in direction and
magnitude but the point of application is known,
~
"A"
~
namely through point (b). Instead of using
direction as an unknown, it is more convenient
Lubricated Slot t ~ ! Double Ron: to replace the resultant reaction by two com
4
t
Rollers ~ Rollers brium. A structure can be statically indeter
minate with respect to external reactions alone
or to internal stresses alone or to both.
~ +
The additional equations that are needed
to solve a statically indeterminate structure
are obtained by considering the distortion of
The above fitting units usinG rollers fix the structure. This means that the size of all
the direction of the reaction as normal to the members and the material from which members are
roller bed since the fitting unit cannot resist made must be known since distortions must be
a horizontal force through point (b). Hence calculated. In a statically determinate
the direction and point of application of the structure this information on sizes and material
reaction are established and only magnitude is is not required but only the configuration of
unknown. the structure as a whole. Thus design analysis
for statically determinate structures is
straightforward, whereas a general trial and
fixed error procedure is required for design analysis
''111\ of statically indeterminate structures.
the structure would be still stable and all mine the axial loads in the members and the re
member axial stresses could be found by the actions on the spar.
equations of static equilibrium without regard
to their size of crosssection or the kind of Solution: The first thing to decide is whether
material. Adding the second diagonal member the structure is statically determinate. From
in each panel would necessitate knowing the the figure it is observed that the wing spar is
size of all truss members and the kind of supported by five struts. Due to the pins at
material used before member stresSes could be each end of all struts, we have five unknowns,
found, as the additional equations needed must namely, the magnitude of the load in each strut.
come from a consideration involving distortion Direction and location of each strut load is
of the truss. Assume for example, that one known because of the pin at each end of the
diagonal in the upper panel was left out. We struts. We have 3 equations of equilibrium for
would then be able to find the stresses in the the wing spar as a single unit supported by the
members of the upper panel by statics but the 5 struts, thus two more equations are necessary
lower panel would still be statically inde if the 5 unknown strut loads are to be found.
terminate to 1 degree because of the double It is no~tced that the wing spar includes 2 in
diagonal system and thus one additional equation ternal single pin connections at points 0 and 0'.
is necessary and would involve a consideration This establishes the fact that the moment of all
of truss distortion. (The solution of static forces located to one side of the pin must be
ally indeterminate trusses is covered in equal to zero since the single pin fitting can
Chapter AS.) not resist a moment. Thus we obtain two addi
tional equations because of the two internal pin
A2. 7 Example Problem Solutions of Statically Determinate fittings and thus we have 5 equations to find 5
Coplanar Structures and Coplanar Loadings. unknowns.
Although a student has taken a course in
statics before taking a beginning course in Fig. 2.15 shows a free body of the wing
spar to the right of hinge fitting at O.
aircraft structures, it is felt that a limited
review of problems involving the application y 2460=82 x 30 1013=(30 + 15)45
of the equations of static equilibrium is quite
justified, particularly if the problems are Lx l;41"~1"+20~2
possibly somewhat more difficult than most of Xo6 e I
the problems in the usual beginning course in
statics. Since one must use the equations of
l Yo
~~lA
,. 117 Y.
static equilibrium as part of the necessary E A Fig. A2. 15
equations in solving statically indeterminate
structures and since statically indeterminate In order to take moments, the distributed
structures are covered in rather complete detail load on the spar has been replaced by the re
in other chapters of this book, only limited sultant load on each spar portion, namely, the
space will be given to problems involving total load on the portion acting through the
statics in this chapter. centroid of the distributed load system. The
strut reaction EA at A has been shown in phantom
Example Problem S. as it is more convenient to deal with its com
ponents YA and XA. The reaction at 0 is un
Fig. A2.14 shows a much simplified wing known in magnitude and direction and for con
structure, consisting of a wing spar supported venience we will deal With its components Xo
by lift and cabane struts which tie the wing and YO. The sense assumed is indicated on the
spar to the fuselage structure. The distributed figure.
air load on the wing spar is unsymmetrical about
the center line of the airframe. The wing spar The sense of a force is represented
is made in three units, readily disassembled by graphically by an arrow head on the end of a
using pin fittings at points 0 and 0·. All vector. The correct sense is obtained from the
supporting wing struts have single pin fitting solution of the equations of equilibrium since
units at each end. The problem is to deter a force or moment must be given a plus or minus
sign in writing the equations. Since the sense
of a force or moment is unknown, it is assumed,
20,*/in. 40,*/in. I 30'*jin
15#/in. and if the algebraic solution of the equilibrium
J.r:rf] f f f f f 1ft I f f f i t t t f T":r"=
equations gives a plus value to the magnitUde
f f. 45"+ 82" iP'160" J H~ge then the true sense is as assumed, and opposite
A B 0" A Pin to that assumed if the solution gives a minus
Lift + sign. If the unknown forces are axial loads in
Struts 3 " members it is COmmon practice to call tensile
Fuselage stress plus and compressive stress minus, thus
Fig. A2.14 If we assume the sense of an unknown axial load
as tension, the solution of the equilibrium
A2.8 EQUILIBRIUM OF FORCE SYSTEMS. TRUSS STRUCTURES.
equations will give a plus value for the magni To find strut load B'C' take moments about
tude of the unknown if the true stress is point C.
tension and a minus sign will indicate the
assumed tension stresses should be reversed or ZMc =1325 x 65 + 2000 x 40 + (5880  4400)
compression, thus giving a consistency of signs. 30  1500 x 10  993 x 35  30 (B'C')
30/33.6 =
0
To find the unknown YA we take moments
about point 0 and equate to zero for equilibrium whence, B'C' = 6000 lb. with sense as shown.
ZMO =  2460 x 41 1013 x 102 + 82YA =0 To find load in member B'C use equation
Hence YA =
204000/82 2480 lb. The plus sign = ZF y = =
0 1325 + 2000 + 1500 + 993  6000
means that the sense as assumed in the figure (30/33.6)  2720 (30/33.6)  B'C (30/54)
is correct. By geometry XA = 2480 x 117/66 = =0
4400 lb. and the load in strut EA equals
v4400 2 + 2480 2 =
5050 lb. tension or as whence, B'C =
3535 lb. The minus sign
assumed in the figure. means it acts opposite to that shown in figure
or is compression instead of tension.
To find Xo we use the equilibrium equation The reactions on the spar can now be
ZFX = 0 = Xo  4400 = 0, whence Xo 4400 lb. = determined and shears, bending moments and
axial loads on the spar could be found. The
To find YO we use, numerical results should be checked for equili
ZF y = 0 = 2460 + 1013  2480  YO = 0, whence brium of the spar as a whole by taking moments
YO = 993 lb. of all forces about a different moment center
to see if the result is zero.
To check our results for equilibrium we
will take moments of all forces about A to see Example Problem 9.
if they equal zero.
ZMA = 2460 x 41  1013 x 20  993 x 82 =0 check RB\ f. 1~' + 12"1 ;rRD
588.Q.
1
l 20,,15" r
<£==~~======:i;;==:Jl4400
50" 5" 20"1
are colinear with the strut axis, thus direction the aluminum alloy tubular truss. Trussed type
and point of application are known for reaction beams composed of closed and open type sections
RB and RD leaving only the magnitude of each as are also frequently used in wing beam construc
unknown. The roller type fitting at C fixes tion. The stresses or loads in the members of
the direction and point of application of the a truss are commonly referred to as "primary"
reaction RC' leaving magnitude as the only and "secondary" stresses. The stresses which
unknown. Thus there are 3 unknowns RB' Rc and are found under the following assumptions are
RD and with 3 equations of static equilibrium referred to as primary stresses.
available, the structure is statically determi
nate with respect to external reactions. The (1) The members of the truss are straight,
sense of each of the 3 unknown reactions has weightless and lie in one plane.
been assumed as indicated by the vector. (2) The members of a truss meeting at a
point are considered as joined together by a
To find RD take moments about point B: common frictionless pin and all member axes in
2MB = 10000 sin 30 0 x 36  10000 cos 30 0 x 12 tersect at the pin center.
 RD (12/17) 24 0 = (3) All external loads are applied to the
whence, RD =  16750 lb. Since the result truss only at the joints and in the plane of
comes out with a minus sign, the reaction RD the truss. Thus all loads or stresses produced
has a sense opposite to that shown by the in members are either axial tension or compres
vector in Fig. 2.17. Since the reaction RD is sion without bending or torsion.
colinear with the line DE because of the pin
ends, the load in the brace strut DE is 16750 Those stresses produced in the truss mem
lb. compression. In the above moment equation bers due to the nonfulfillment of the above
about B, the reaction RD was resolved into assumptions are referred to as secondary
vertical and horizontal components at point D, stresses. Most steel tubular trusses are welded
and thus only the vertical component which tovether at their ends and in other truss types,
equals (12/17) RD enters into the equation the members are riveted or bolted to~ether.
since the horizontal component has a line of This restraint at the joints may cause second
action through point B and therefore no moment. ary stresses in some members greater than the
RC does not enter in equation as it has zero primary stresses. Likewise it is common in
moment about B. actual practical design to apply forces to the
truss members between their ends by supporting
To find RB take ZFy =0 many equipment installations on these truss
members. However, regardless of the magnitude
ZFy = 10000 x cos 30 0 + ( 16750)(12/17) + RB of these socalled secondary loads, it is
(24/26.8) = 0 common practice to first find the primary
whence, RB =
3540 lb. Since sign comes stresses under the assumption outlined above.
out plus, the sense is the same as assumed in
the figure. The strut load BF is therefore GENERAL CRITERIA FOR DETERMINING WHETHER
3540 lb. tension, since reaction RB is colinear TRUSS STRUCTURES ARE STATICALLY DETERMINATE
wi th line BF. WITH RESPECT TO INTERNAL STRESSES.
ZH = (1250) (30/50)
 1875 (30/50)  U"U" 0 = The algebraic sign of all unknowns came out
positive, thus the assumed direction as shown
whence, U"U" =  1875 lb. or opposite in on Fig. A2.22 was correct.
sense to that assumed and therefore compression.
Check results by taking 2MB = 0
Note: The student should continue with succeed
ing joints. In this example involving a canti 2MB =
1400 x 150 + 500 x 30  500 x 120  500 x
lever truss it was not necessary to find the 30  1000 x 90  1000 x 60 = 0 (Check)
reactions, as it was possible to select ~oint To determine the stress in member F", F" and Fa
La as a j oint involving only two unknowns. In we cut the section 11 thru the truss (Fig.
trusses such as illustrated in Fig. A2.22 it is A2.22. Fig. A2.23 shows a free body diagram of
necessary to first find reactions R" or R" which the portion of the truss to the left of this
then provides a joint at the reaction point in
section.
volving only two unknown forces.
1
:"F~_
500 _:..,,~~
1400
500
~.
~;,
1400 1
Fig. A2. 23 Fig.A2.24
A2. 10 Method of Moments.
For a coplanarnonconcurrent force system The truss as a whole is in equilibrium.
there are three equations of statics available. Therefore any portion must be in eqUilibrium.
These three equations may be taken as moment In Fig. A2.23 the internal stresses in the mem
equations about three different points. Fig. bers F", F" and Fa which existed in the truss as
A2.22 shows a typical truss. Let it be re a whole now are considered external forces in
qUired to find the loads in the members F", F", holding the portion of the truss to the left of
Fa, F 4' F 6 and F 6 ' section 11 in equilibrium in combination with
the other loads and reactions. Since the mem
bers a and b in Fig. A2.23 have not been cut the
Fig. A2. 22 loads in these members remain as internal
10"
stresses and have no influence on the eqUilib
rium of the portion of the truss shown. Thus
the portion of the truss to left of section 11
could be considered as a so11d block as shown
, in Fig. A2.24 without affecting the values of
2
f<5 @ 30" = 150"        F", F" and Fa. The method of moments, as the
name implies, involves the operation of taking
moments about a point to find the load in a
The first step in the solution is to find the particular member. Since there are three un
reactions at points A and B. Due to the roller knowns a moment center must be selected such
type of support at B the only unknown element of that the moment of each of the two unknown
the reaction force at B is magnitude. At point stresses will have zero moment about the selected
A, magnitude and direction of the reaction are moment center, thus leaVing only one unknown
unknown giving a total of three unknowns with force or stress to enter into the equation for
three equations of statics available. For con moments. For example, to determine load Fa in
venience the unknown reaction at A has been re Fig. A2.24 we take moments about the inter
placed by its unknown H and V components. section of forces F" and F" or point O.
Taking moments about point A, Thus ZMO = 1400 x 30  18.97 Fa =0
ZMA = 500 x 30 + 1000 x 60 + 1000 x 90 + 500 x 42000
30 + 500 x 120  150 VB 0 = Hence Fa = 18.97 = 2215 lb. compression (or
acting as assumed)
Hence VB = 1600 lb.
To find the arm of the force Fa from the
Take ZV 0 = moment center 0 involves a small amount of cal
ZV = VA  10001000500500 + 1600 =0 there culation, thus in general it is simpler to re
fore VA = 1400 lb. solve the unknown force into H and V components
at a point on its line of action such that one
Take ZH =0 of these components passes thru the moment
ZH = 500  HA = 0, therefore HA = 500 lb. center and the arm of the other component can
usually be determined by inspection. Thus in
A2.12 EQUILIBRIUM OF FORCE SYSTEMS. TRUSS STRUCTURES.
Fig. A2.25 the force Fa is resolved into its the other two unknowns Fe and Fe lies at infini
component FaV and FaH at point 0'. Then taking ty. Thus for conditions where two of the 3 cut
members are parallel we have a method of solving
for the web member of the truss commonly re
ferred to as the method of shears, or the sum
mation of all the forces normal to the two
parallel unknown chord members must equal zero.
Fig. A2. 25
Since the parallel chord members have no com
ponent in a direction normal to their line of
action, they do not enter the above equation of
equilibrium.
1000#
2I
Fig. A2. 26 1
1000
:..:..:;j""r"O....;..
500#
500#
Fe
1400#
Fig. A2. 27
500
moments about point 0 as before:
Fig.A2.28
ZMo = 1400 x 30  20Fa H =0
Referring to Fig. A2.27
whence, FaH = 2100 lb. and therefore
ZV =1400  500  1000  F.. (l/y'2:).= 0
Fa =
2100 (31.6/30) = 2215 lb. as pre
viously obtained. whence F.. =  141 lb. (tension or opposite
to that assumed in the figure.
The load F:a. can be found by taking moments
about point m, the intersection of forces Fe To find the stress in member F7 • we cut
and Fa (See Fig. A2.23). section 33 in Fig. A2.22 and draw a free body
diagram of the left portion in Fig. A2.26.
ZMm = 1400 x 60 + 500 x 30  500 x 30 Since F:a. and Fe are horizontal, the member F7
 30F:a. = 0 must carry the shear on the truss on this section
33, hence the name method of shears.
whence, F:a. = 2800 lb. (Tension as assumed)
ZV = 1400  500  1000 + F = 0 7
To find force Fe by using a moment equation,
we take moments about point (r) the inter Whence F = 100 lb. (compression as
7 assumed)
section of forces F:a. and F .. (See Fig. A2.26).
To eliminate solving for the perpendicular Note: The stUdent should solve this example il
distance from point (r) to line of action of lustrating the methods of moments and shears
Fe, we resolve Fe into its H and V components using as a free body the portion of the truss to
at point 0 on its line of action as shown in the right of the cut sections instead of the
Fig. A2.26. left portion as used in these illustrative ex
amples. In order to solve for the stresses in
ZMr = 1400 x 30 + 500 x 60 + 60 FeV =0 the members of a truss most advantageously, one
usually makes use of more than one of the above
whence, FeV = 12000/60 = 200 lb. three methods, as each has its advantages for
certain cases or members. It is important to
Therefore Fe = 200 x V2 = 282 lb. com realize that each is a method of sections and in
pression a great many cases, such as trusses with paral
lel chords, the stresses can practically be
A2. 11 Method of Shears found mentally without writing down equations of
equilibrium. The following statements in gen
In Fig. A2.22 to find the stress in member eral are true for parallel chord trusses:
F .. we cut the section 22 giving the free body
for the left portion as shown in Fig. A2.27. (1) The vertical component of the stress in
the panel diagonal members equals the vertical
The method of moments is not sufficient to shear (algebraic sum of external forces to one
solve for member F.. because the intersection of side of the panel) on the panel, since the chord
A2.13
members are horizontal and thus have zero verti since no external vertical load exists at joint
cal component. E. Similarly, by the same reasoning for ~H = 0,
load in DE = O. The load in the diagonal FD
(2) The truss verticals in general resist equals the value on the diagonal of the panel
the vertica~ component of the diagonals plus index triangle or 167 lb. It is tension by
any external loads applied to the end joints of observation since the shear in the panel to the
the vertical. right is up and the vertical component of the
diagonal FD must pull down for equilibrium.
(3) The load in the chord members is due
to the horizontal components of the diagonal Considering Joint F. ~H = FG  F~ 0, =
members and in general equals the summation of which means that the horizontal component of the
these horizontal components. load in the diagonal DF equals the load in FG,
or is equal to the value of the horizontal side
To illustrate the simplicity of determining in the index triangle or  133 lb. It is nega
stresses in the members of a parallel chord tive because the horizontal component of DF
truss, consider the cantilever truss of Fig. pulls on Joint F and therefore FG must push
A2.29 with supporting reactions at points A and against the joint for equilibrium.
J.
Considering Joint D:
~v =
= DFV + DG = O. But DFV 100 (vertical side
of index triangle)
••• DG = 100
~H =
DE + DFH  DC =
0, but DE =
0 and DFH =
133 (from index triangle)
DC =
133
Considering Joint G:
Fig. A2.29
~H= GH + GF  GCH = O. But GF =
133, and GCH
= 300 from index triangle in the second panel.
First, compute the length triangles in Hence GH =
433 lb. Proceeding in this manner,
each panel of the truss as shown by the dashed we obtain the stress in all the members as shown
triangles in each panel. The other triangles in Fig. A2.29. All the equilibrium equations
in each panel are referred to as load or index can be solved mentally and with the calculations
triangles and their sides are directly pro being done on the slide rule, all member loads
portional to the length triangles. can be written directly on the truss diagram.
The shear load in each panel is first writ Observation of the results of Fig. A2.29
ten on the vertical side of each index triangle. show that the loads in the truss verticals equal
Thus, in panel EFGD, considering forces to the the values of the vertical sides of the index
right of a vertical section cut thru the panel, load triangle, and the loads in the truss di
the shear is 100 lb., which is recorded on the agonals equal the values of the index triangle
vertical side of the index triangle. diagonal side and in general the loads in the
top and bottom horizontal truss members equal
For the second panel from the free end, the the summation of the values of the horizontal
shear is 100 + 150 = 250 and for the third panel sides of the index triangles.
100 + 150 + 150 =
400 lb., and in like manner
550 for fourth panel. The reactions at A and J are found when
the above general procedure reaches joints A
The loads in the diagonals as well as their and J. As a check on the work the reactions
horizontal components are directly proportional should be determined treating the truss as a
to the lengths of the diagonal and horizontal whole.
side of the length triangles. 'Thus the load in
diagonal member DF =
100 (50/30) =
167 and for Fig. A2.30 shows the solution for the
member CG = 250 (46.8/30) =
390. The hori stresses in the members of a simply supported
zontal component of the load in DF =
100 (40/30) Pratt Truss, symmetrically loaded. Since all
= 133 and for CG = 250 (36/30) =
300. These panels have the same width and height, only one
values are shown on the index triangles for length triangle is drawn as shown. Due to
each truss panel as shown in Fig. A2.29. We symmetry, the index triangles are drawn for
start our analysis for the loads in the members panels to only one side of the truss center
of the truss by considering joint E first. line. First, the vertical shear in each panel
is written on the vertical side of each index
Using ~v =0 gives EF = 0 by observation, triangle. Due to the symmetry of the truss and
A2.14 EQUILIBRIUM OF FORCE SYSTEMS. TRUSS STRUCTURES.
loading, we know that one half of the external horizontal components of diagonal members =
loads at joints U3 and L 3 is supported at re 312 + 187.5 =
499.5. Therefore, load in U~U2 =
action R~ and 1/2 at reaction R 2, or shear in  499.5. Similarly at joint L 2, L2L3 = 312 +
187.5 =
499.5. At joint U2, the horizontal
Length
Fig. A2. 30 components of U~U2 and U2U3 =
499.5 + 62.5 562 =
~
25" Triangle
30" which must be balanced by  562 in member U2U3 •
39" 50 50 50 50 50
The reaction R 2 equals the value on the
U 499.5 U2 562 U3
vertical side of our index triangle in the end
panel, or 375. This should be checked using
the truss as a whole and taking moments about
R2 •
Wing Tip (End) Bow in all members of the lift and drag trusses will
be determined. A simplified air loading will be
"f4F~~~~Plywood Tip Fairing assu~ed, as the purpose of this problem is to
Fig. A2. 33 hive the student practice in solving statically
...Aileron determinate space truss structures .
Aileron Spar
Compression Rib
ASSUMED AIR LOADING:
Plywood Leading (1) A constant spanwise lift load of 45
Edge Fairing Drag Wire
Ib/in from hinr;e to strut point and t11en taper
Dragwire ing to 22.5 Ib/in at the wing tip.
Fitting AntiDrag Wire
Aileron Rib (2) A forward uniform distributed drag
Aileron Hinge load of 6 Ib/in.
Drag Strut or
Leading Compression Tube
Edge The above airloads represent a high angle
Forming or Plain Rib of attack condition. In this condition a for
Trailing Edge ward load can be placed on the drag truss as
illustrated in Fig. A2.36. Projecting the air
METAL FAIRING

Airstream
Drag
Fig. A2. 36
Center of
Pressure Rear
Beam
: Beam
Taken off 1 I D
At (2) I 4 1 '0. L
~ ~ S
Y (2)1 LFront
2 "':137. 5 + 37.5+37.5 58.5 .j121 Beam
__U1t :I:
:,Tl~,2)
~'S
I Q)
1 __[J(3)
~
~ Po<
....;
~
3 0 Dihedral
T
Wing Chord= 72"
I
1.1% =
22.52"
24.21"
Fig. A2. 37
Front Beam 5
F Front Lift
Truss
A6
R Rear
Lift
Truss
~
w= 30.26#~in.
(2)
114. 5"
..
Taking moments about point (2) Member Sym. V D S L V/L D/L S/L
114.5R~  114.5 x 30.26 x 114.5/2  15.13 x Front Beam FB 5.99 o 114.34 114.50 .0523 o .9986
70.5 x 149.75  15.13 x 35.25 x 138 = O. Rear Beam RB 5.99 o 114.34 114.50 .0523 o .9986
;J ~ r:
770
R4 = .4875 x 1295 = 631 lb. FB 1)
(1) I D~
S .+V FB
The next step in the solution is the F ~+S
solving for the axial loads in all the members. SF +D
We will use the method of joints and consider
the structure made up of three truss systems ZV = 3770 x .9986  .0523 FB  .4501 SF =
0  (1)
as illustrated at the top of the next column, ZS =  3770x .0523  .9986 FB  .8878 SF = 0  (2)
namely, a front lift truss, a rear lift truss ZD = .0854 SF + D~ = 0           (3)
and a drag truss. The beams are common to both
lift and drag trusses. Solving equations 1, 2 and 3, we obtain
Joint (3) (Equations of equilibrium) points (2) and (4). In the design of the beam
and fittings at this point, the effect of the
1838 (drag truss actual conditions of eccentricity should of
1
~
838 reaction on
RB course be considered.
7 R
(3)
VS plane
(3)
RB
SR
" pin (3~)
~V = 1838 X .9986  .0523 RB  .4486 SR = 0 (4) Adding the two load systems of Figs. A2.38
~S =1838 x .0523  .9986 RB .8930 SR 0 (5) = and A2.39, the total drag truss loading is ob
~D = D" + 0 = 0               (6) tained as shown in Fig. A2.40. The resulting
member axial stresses are then solved for by the
Solving equations 4, 5 and 6, we obtain method of index stresses (Art. A2.9). The
RB =
4189 lb. (compression) values are indicated on the truss diagram. It
SR =
4579 lb. (tension) is customary to make one of the fittings attach
Da = 0 ing wing to fuselage incapable of transferring
drag reaction to fuselage, so that the entire
Fig. A2.38 shows the reactions of the lift drag reaction from wing panel on fuselage is
struts on the drag truss at joints (1) and (3) definitely confined to one point. In this ex
as found above. ample point (2) has been assumed as point where
drag is resisted. Those drag wires which would
(
4)~
be in compression are assumed out of action.
Ga~~36~I+36~
1
39.5 37.5 58.5
231 225
(2) 8513+ 281.5 254
Fig. A2.38 798 ~~
Drag Truss Panel Point Loads Due to Air Drag
Load.
It was assumed that the air load components 10,313 8513l 413
in the drag direction were 6 Ib./in. of wing 798
acting forward.
The wing beams due to the distributed lift Lengths & Directional Components of Cabane Struts
air loads acting upon them, are also sUbjected
to bending loads in addition to the axial loads. Member Sym. V D S L V!L D/L S/L
The wing be~~s thus act as beamcolumns. The Front Cabane CF 30 10 27 41.59 .721 .240 .648
subject of beamcolumn action is treated in Diagonal Cabane 30 30 27 50.17 .597 .597 .538
CD
another chapter of this book. Strut
Rear Cabane CR 29.5 6 27 40.42 .731 .1485 .668
If the wing is covered with metal skin Strut
instead of fabric, the drag truss can be omitted L =Vv 2 + D2 + S2
since the top and bottom skin act as webs of a
beam which has the front and rear beams as its
flange members. The wing is then considered as The air loads on the outer panel are taken
a box beam subjected to combined bending and identical to those in example problem 1. Like
axial loading. wise the dihedral and direction of the lift
struts SF and SR have been made the same as in
Example Problem 11. 3Section Externally Braced example problem 1. Therefore the analysis for
Wing. the loads in the outer panel drag and lift trus
trusses is identical to that in problem 1. The
Fig. A2.41 shows a high wing externally solution will be continued assuming the running
braced wing structure. The wing outer panel has lift load on center panel of 45 Ib./in. and a
been made identical to the wing panel of ex~~ple forward drag load of 6 Ib./in.
problem 1. This outer panel attached to the cen
ter panel by single pin fittings at points (2) Solution of Center Panel
and (4). Placing pins at these points make the
structure statically determinate, whereas if the Center Rear Beam
beams were made continuous through all 3 panels,
692# (630+62)=692#
the reactions of the lift and cabane struts on
the wing beams would be statically indeterminate w= 14. 74#/in.
since we would have a 3span continuous beam
resting on settling supports due to strut de (4) rt::.,.,::::t~
formation. The fitting pin at points (2) and 90
(4) can be made eccentric with the neutral axis R s = 1650# R s = 1650#
of the beams, hence very little is gained by Fig. A2. 42
making beams continuous for the purpose of de
creasing the lateral beam bending moments. For Fig. A2.42 shows the lateral loads on the center
assembly, stowage and shipping it is convenient rear beam. The loads consist of the distributed
to build such a wing in 3 portions. If a air load and the vertical component of the for
mUltiple bolt fitting is used as points (2) and ces exerted by outer panel on center panel at
(4) to obtain a continuous beam, not much is pin point (4). From Table A2.2 of example prob
gained because the design reqUirements of the lem 1, this reSUltant V reaction equals 630 +
various governmental agencies specify that the 62 = 692 lb.
wing beams must also be analyzed on the as
smnption that a mUltiple bolt fitting prOVides The vertical component of the cabane re
only 50 percent of the full continUity. action at joint (8) equals one half the total
(l)
OJ) beam load due to symmetry of loading or 65 x
~.S
,0:: 14.74 + 692 =
1650 lb.
(8) :(4) L
Solution of force system at Joint 8
36"
1650
1650
T
CRB
/~
CR S
f8
D~C
~D
ZV  1650  .731 CR = 0
whence
~
2535
(11)
CFB 7 Fig. A2.45
13lli~~VLj~7
1 t • '228f 2m (2)1
loads.
ponents
Table A2.3 gives the V, D and S com
of the fuselage reactions.
1908 t iR J R7 t 1908
26341t Fig. A2. 44 2634#
A2.20 EQUILIBRIUM OF FORCE SYSTEMS. TRUSS STRUCTURES.
Table A2.3
Point Kember Load V D S
~'O
~1
/t: z
'!>~ 504
The total side load on a vertical plane thru
centerline of airplane should equal the S com
ponent of the applied loads. The applied side 0 '1::J
a:>
loads =  394 lb. (see problem 1). The air load "'bil"
~
on center panel is vertical and thus has zero S
component. T e ri:
r
36"
) '"
From Table A2.3 for fuselage reactions til
have ZS =
16178. From Fig. A2.45 the load in .9
the front beam at ~ of airplane equals  17308
and 568 for rear beam. The horizontal component
A B C D E \e It>
c>
A B C D E
of the diagonal drag strut at joints 11 equals T
216 x 45/57.6 = 169 lb. 9"
L;My = (6 + 66 + 72 + 72 + 36) 36  36 Oz =0
T
24"
whence Oz = 252 lb. acting down as assumed.
To find Oy take moments about z axis through
point (A).
12"
L;Mz =0 + 36 Oy = 0, Oy =0
" To find Ay take moments about x axis through
E
+12"1 Fig.A2.48 point N. The moment of the air loads was pre
viously calculated as  31752, hence,
simple beams resting at points 2, 3, 4, 5, etc. L;Mx = 31752 + 9 Ay = 0, whence, Ay =
The distance between 23 is 8 inches. The total 3528 lb.
load on this distance is 8 x 9 = 72 lb. One
half or 36 lb. goes to point (2) and the other To find Ny take L;F y =0
half to point (3). The 36 lb. at (2) is then
replaced by an equivalent force system at E and L;Fy =3528  Ny = 0, hence Ny = 3528 lb.
8 or (36)/3 =
12 lb. to Sand (36)(2/3) =
24 to To find Nz take L;F z 0 =
E. The distance between points (3) and (4) is
8 inches and the load is 8 x 9 =
72 lb. One ZF z =  252 + 756  Nz = 0, hence Nz =
half of this or 36 goes to point (3) and this 504 lb.
added to the previous 36 gives 72 lb. at (3).
The load of 72 is then replaced by an equivalent The reactions are all recorded on Fig.
force system at Sand D, or (72)/3 =
24 lb. to A2.46.
8 and (72)(2/3) =
48 to D. The final load at S
=
is therefore 24 + 12 36 lb. as shown in Fig. Solution of Truss Member Loads
A 2.46. Due to symmetry of the triangle CRD,
one half of the total load on the distance CD For simplicity, the load system on the
goes to points (4) and (5) or (24 x 9)/2 108 = structure will be considered separately as two
lb. The distribution to D is therefore (108) load systems. One system will include only
(2/3) = 72 and (108)/3 =
36 to R. Adding 72 those loads acting along the line AE and the
to the previous load of 48 at D gives a total second load system will be remaining loads
=
load at D 120 lb. as shown in Fig. A2.46. which act along line 08. Since no bending
The 108 lb. at point (5) also gives (108)/3 = moment can be resisted at joint 0, the external
36 to R or a total of 72 lb. at R. The student load along spar AE will be reacted at A and N
should check the distribution to other joints entirely or'in other words, the spare alone
as shown in Fig. A2.46. resists the loads on line AE.
To check the equivalence of the derived Fig. A2.49 shows a diagram of this spar
joint load system with the original air load with its joint external loading. The axial
system, the magnitude and moments of each loads produced by this loading are written on
system must be the same. Adding up the total the truss members. (The student should check
joint loads as shown in Fig. A2.46 gives a total these member loads.)
of 756 lb. which checks the original air load.
The moment of the total air load about an x
axis at left end of structure equals 756 x 42 =
31752 in. lb. The moment of the joint load
system in Fig. A2.46 equals (66 x 12) + (72 x
36) + (72 x 60) + (56 x 84) + 144 (24 + 48) +
(120 x 72) + (24 x 84) =
31752 in. lb. or a 224 224 32
check. The moment of the total air load about
line AE equals 756 x 12 =9072 in. lb. The
Fig. A2.49
moment of the distributed joint loads equals TRIANGULAR TRUSS SYSTEM
(6 + 66 + 72 + 72 + 36)36 =
9072 or a check.
The load system along the trailing edge OS
Calculation of Reactions causes stresses in both the spar truss and the
diagonal truss system. The support fitting at
The structure is supported by single pin point 0 provides a reaction in the Z direction
fittings at points A, Nand 0, with pin axes but no reacting moment about the x axis. Since
parallel to x axis. It will be assumed that the loads on the trailing edge lie on a y axis
the fitting at N takes off the spar load in through 0, it is obvious that all these loads
Z direction. Fig. A2.46 shows the reactions flow to point O. Since the bending strength of
0y, 0z, Ay , Ny, Nz • To find Oz take moments the trailing edge member is negligible, the
about y axis along spar AEFN.
A2 22 EQUILIBRIUM OF FORCE SYSTEMS TRUSS STRUCTURES
load of 36 lb. at Joint S in order to be trans reaction on the spar but does produce a couple
ferred to point 0 through the diagonal truss force on the spar in the Y direction which pro
system must follow the path SDRCQBPAO. In like duces compression in the top chord of the spar
manner the load of 72 at R to reach 0 must take truss and tension in the bottom chord.
the path RCQBPAO, etc.
Consider Joint R
Calculation of Loads in Diagonal Truss Members:
The load to be transferred to truss RCJR
Member z y x L z/L y/L x/L is equal to the 72 lb. at R plus the 36 lb. at
S which comes to joint R from truss DRG.
All Diagonal 4.5 12 36 38.2 .118 .314 .943
Truss Members Hence load in RC = (72 + 36)0.5 x (1/.118)
AO, NO 4.5 0 36 37.5 .120 o .960 457 lb.
Whence RJ =457, CQ =457 and JQ = 457
Consider Joint S
Joint Q
The triangular truss SEF cannot assist in Load to be transferred to truss QBL =72 +
transferring any portion of the 36 lb. load at
S because the reaction of this truss at EF
72 + 36 =
180 lb.
would put torsion on the spar and the spar has Hence load in QB = (180 x 0.5)(1/.118) =
no appreciable torsional resistance.  762.
TY#:E159 T 159
T
Y D
'E As pointed out previously, the diagonal
torsion truss produces a couple reaction on the
z spar in the y direction. The magnitude of the
force of this couple equals the y component of
Let Ty and Tz be reactions of diagonal the load in the diagonal truss members meeting
truss system on spar truss at Joint D. at a Spar joint. Let Ty equal this reaction
load on the spar.
L:F x = 159 x .943 + .943 DR = 0, hence DR =
159 lb. At Joint C:
L:Fz = 159 x .118 + 159 x .118  Tz =0 Ty = (457 + 457).314 = 287 lb.
whence Tz =
0, which means the diagonal Likewise at Joint J, Ty =287
truss produces no Z reaction or shear load on
spar truss at D. At Joint B:
Fig. A2. 51
McDonnell Aircraft
(Military Airplane)
Douglas DC8
Jet Airliner
PiperApache
Piper TriPacer
Navy F4J
North American Aviation Co.
(f
/
F
6500
3004
t....5690
G
1~109
reaction G is replaced by its components Gy and
GD. For a side load on the landing gear, the
\,n .t 433
H
reaction in the S direction is taken off at
point F by a specially designed unit. Fig.A2.57
A2.27
~
TE the structure as a whole by taking moments about
t D and V axes through point A.
f'V tri 11
ESTE =1;~1lrc ~MA{D) = 10063 x 14 + 6500 x 8 + 11109 x 8
= 140882 + 52000 + 88882 = O(check)
24"
f,. ~~~
I r~ ~ = 5690 x 8  433 x 8  3004 x 14
+
I'~ ~S
I •
,
BIS=!.LBI
24.6
= 45520  3464  42056 = 0 (check)
The next step in the solution will be the
calculation of the forces on the oleo strut
unit. Fig. A2.58 shows a free body of the oleo
strutaxle unit. The brace members BI and CG
~8l= are two force members due to the pin at each
I 14672# end, and thus magnitude is the only unknown re
Fig.A2.58 action characteristic at points Band C. The
fitting at point E between the oleo strut and
the top cross member FH is designed in such a
manner as to resist torsional moments about the
oleo strut axis and to provide D, V and S force
reactions but no moment reactions about D and S
axes. The unknowns are therefore BI, CG, ES '
EV' ED and TE or a total of 6 and therefore
statically determinate. The torsional moment
TE is represented in Fig. A2.58 by a vector
with a double arrow. The vector direction
represents the moment axis and the sense of
rotation of the moment is given by the right
hand rule, namely, with the thumb of the right
hand pointing in the same direction as the
arrows, the curled fingers give the sense of
rotation.
Fig. A2. 59
To find the resisting torsional moment TE
take moments about V axis through E.
To find FV' take moments about a D axis
through point H. ~ME{V) = 3119 x 8 + TE = 0, hence TE
= 24952 in. lb.
~MH(D) = 16 GV + 14672 x 8  22 FV = 0
=16 x 6500 + 14672 x 8  22 FV = 0 To find CG take moments about Saxis
through E.
Whence FV = 10063 lb. with sense as as
sumed. ~ME(S) = 3119 x 50  (24/31.8) CG x 3 
24 (21/31.8) CG 0 =
To find HD, take moments about V axis Whence, CG = 8610 lb.
through F.
~MF(V)   6 GD  22 HD + 3119 x 14 0 = This checks the value previously obtained
  6 x 5690  22 HD + 3119 x 14 when the reaction at G was found to be 8610.
=0 The D and V components of CG thus equal,
Whence, HD = 433 lb. CGD = 8610 (21/31.8) = 5690 lb.
~D = FDHD + GD  3119
+ 0 = To find load in brace strut BI, take moments
= FD433 + 5690  3119 = 0
+ about D axis through point E.
Whence, FD 3004 lb. = ~ME{D) = 14672 x 8 + 3 (BI) 22/24.6 +
24 (BI) 11/24.6 0 =
To find HV take ~V =0 Whence, BI = 8775 lb.
~V = FV + GV  HV + 14672 =
0 and thUS, BIV = (8775)(22/24.6) = 7840 lb.
= 10063 + 6500  HV + 14672 =0 BIS = (8775)(11/24.6) = 3920 lb.
Whence, HV =11109 lb.
To find Es take =0~S
Fig. A2.57 summarizes the reactions as found.
The results will be checked for equilibrium of ~s = Es  3920 = 0, hence ES = 3920
A2.28 EQUILIBRIUM OF FORCE SYSTEMS. TRUSS STRUCTURES.
To find ED talee ZD =0
ZD =5690  3119  ED =0, hence ED =2571
To find EV take ZV 0 =
Zy =Ey + 14672  7840 + 6500 = 0, hence
EV = 13332 lb.
Fig. A2.59 shows a free body of the top
member FH. The unknowns are Fy, FD, FS' Hy and
HD. The loads or reactions as found from the
Lower
analysis of the oleo strut unit are also re Cylinder
corded on the figure. The equations of
equilibrium for this free body are: Fig.A2.60
Torque
zs = 0 = 3920 + 3920 + FS = 0, or FS =0 Link
ZMF(D) =22 Hy 
3920 x 2  7840 x 20 
13332x6=0
=
Whence, Hy 11110 lb. This check value
was obtained previously, and therefore is a
check on our work.
ZMF(y) = 24952 2571 x 6  22 HD =0 The torque to be transferred in our prob
lem is 24952 in. lb.
whence, HD = 433 lb.
Zy = Fy + 13332 + 7840  11110 =0 The reaction R.. between the two units of
the torque link at point (2), see Fig. A2.60,
whence, Fy = 10063 thus equals 24952/9 = 2773 lb.
ZD   FD + 2571 + 433 = 0 The reactions R a at the base of the link at
whence, FD =3004 lb. point (3) = 2773 x 8.5/2.75 = 8560 lb. With
these reactions known, the strength design of
Thus working through the free bodies of the link units and the connections could be
the oleo strut and the top member FH, we come made.
out with same reactions at F and H as obtained
when finding these reactions by equilibrium Example Problem 14
equation for the entire landing gear.
The landing gear as illustrated in Fig.
The strength design of the oleo strut unit A2.61 is representative of a main landing gear
and the top member FH could now be carried out which could be attached to the under side of a
because with all loads and reactions on each wing and retract forward and upward about line
member known, axial, bending and torsional AB into a space provided by the lower portion
stresses could now be found. of the power plant nacelle structure. The oleo
strut OE has a sliding attachment at E, which
The loads on the brace struts CG and BI prevents any vertical load to be taken by
are axial, namely, 8610 lb. tension and 8775 member AB at E. However, the fitting at E does
lb. compression respectively, and thus need no transfer shear and torque reactions between the
further calculation to obtain design stresses. oleo strut and member AB. The brace struts
GD, FD and CD are pinned at each end and will
TORQUE LINK be assumed as 2 force members.
The oleo strut consists of two telescoping An airplane level landing condition with
tubes and some means must be provided to trans unsymmetrical wheel loading has been assumed as
mit torsional moment between the two tubes and shown in Fig. A2.61.
still permit the lower cylinder to move upward
into the upper cylinder. The most common way SOLUTION
of providing this torque transfer is to use a
doublecantilevernut cracker type of structure. The gear is attached to supporting struc
Fig. A2.60 illustrates how such a torque length ture at points A, Band C. The reactions at
could be applied to the .oleo strut in our these points will be calcUlated first, treating
problem. the entire gear as a free body. Fig. A2.62
A2.29
__
24"
AlB x 19 + 38 By 0 =
r'.~ rt~~~ whence, By =
78070 lb.
To find Ay, take ~y =0
28 " Brace
("'"
=
1st'~D •
Fig.A2.61
~y
=0
78070 + 60000 + 40000 + 66666  YA
;TE
r 17"+ 17"
;TE
1
~G___ EES~
E
Fig.A2.62
ED
<D
<D I DG
,\GV
/
DFV<y4
i
571~~ 28" t l/ 28"
shows a space diagram with loads and reactions.
The reactions at A, Band C have been replaced
_0
At
5
~
DGS ' I3r::; DFS
I 'v 1i.61t
l
by their Y and D components.
41/41 141/4
To find reaction Cy take moments about an VL
S axis through points AB.
L D
36"
s Fig. A2. 63
~~B
Whence Cy
=
(15000 + 10000) 64 + 24 Cy = 0
=
66666 lb. With sense as
"0" o~ 25000 ~'O"
assumed in Fig. A2.62. 100,000 lb. 200,00~ 100,000 lb.
t 50000"lb. t 50,000"lb.
~\'%.9~
The reaction at C must have
a line of action along the line
CD since member CD is pinned at 28LS. the axle centerlines have been transferred to
each end, thus the drag compon 24 D point (0). Thus the total Y load at (0) equals
ent and the load in the strut 60000 + 40000 =
100000 and the total D load
CD follow as a matter of geometry. Hence, equals 15000 + 10000 =
25000. The moment of
CD = 66666 (24/28) =
57142 lb. these forces about Y and D axes through (0) are
CD = 66666 (36.93/28) =
87900 lb. tension =
I"lO(y) (15000  10000) 10 50000 in. lb. and =
=
I"lO(D) (60000  40000) 10 200000 in.lb. =
To find By take moments about a drag axis These moments are indicated in Fig. A2.63 by
through point (A). the vectors with double arrows. The sense of
the moment is determined by the right hand thumb
A2.30 EQUILIBRIUM OF FORCE SYSTEMS. TRUSS STRUCTURES.
*
ZMO(S) =32143 x 64  57142 x 36 = O(check) (1)
Pm
~
10
10
(2) ,
A ' (3)
10~
REACTIONS ON TOP MEMBER AB
~ + + + ~
(9)~ ~(10)
A
+ + + B ~B
A
+0
.J+V Front View
Side View
Fig. 20
20"
..l
(6) Fig. 21 shows the wing structure of an ex
116'4\ (12) ternally braced monoplane. Determine the
axial loads in all members of the lift and
drag trusses for the following loads.
(14) Front beam lift load =
30 lb./in. (upward)
Rear beam lift load =
24 lb./in. (upward)
100 Wing drag load =
8 lb./in. acting aft
PLAN VIEW
(3) Find the axial loads in the members of the Wing Drag Truss AntiDrag Wires
trussed structures shown in Figs. 16 to 18. Drag Wires
C' B'
.10 ;1.0 t10
* T T (16)
15"~'
T 30"
30"
10 .t..
1. 24 +24 4024"4 36" j!!. 45"l
P.OOO
~"~:k
.L
l..
2000
t
I
 00
10"
(18)
3t".1Ct
1 0
CR
DO'
I I 1 30,001 '
I I I
!30"+15"+15'.....j
~tt
<rl A,A'
Fuselage
Fig. 21
(4) Determine the axial loads in the members
of the structure in Fig. 19. The members (7)
are pinned to supports at A, Band C.
I 5 Bays @ 3&' I
l rl C 0
j.15'..j.lo.:r 20"
I
T
30"
·~DragTrUssLS
I
I ..i. AI t t f 1ft t t t t t t tt 25 lb/in.
I
I
~2 /.in,
• 5 lb/in.
. ...JI"5"
.. #/in.
I
Pin Reactions I BC B
I 1
at A, B, C I 60" Fuse I
1. lage I
Fig. 19 t100# E
I
~~
100# Fig. 22
10"
(5) Fig. 20 shows a tripod frame for hoisting Fig. 22 shows a braced monoplane wing. For the
a propeller for assembly on engine. Fipd given air loading, find axial loads in 11ft and
the loads in the frame for a load of 1000 drag truss members. The drag reaction on drag
lb. on hoist. truss is taken off at point A.
A2.32 EQUILIBRIUM OF FORCE SYSTEMS. TRUSS STRUCTURES.
(8) (9)
The fitting at In the
points A and B for landing gear
~_ _A B
E
C the landing gear of Fig. 24,
F the brace
structure in Fig. 23
provides resistance members BC
to V, D and S re and BF are
24" two force
1.3000
actions and moments N'
members. The
lb. about D and V axes.
Find the reactions at
30" L D
fitting at E
Wheel~_= W~:'j;~'CD
Fig. 23
10000 lb. 10000 A and B and the load provides re
in member CD for sistance to
given wheel loading.
, 8"
wheel 2
V, D and S
reactions but
15000 10000 Fig. 24 only moment
resistance
about V axis.
Find reactions at E and loads in members BF and
BC under given wheel loading.
y TABLE I
I Area A
Section Properties of Areas
d l x <i
I 'j'dA Rectangle Area = bd
t c . g. Fig. A3.2
rb~
Y=d
:2
bd 3 /12
I
l~l bd 3
2~2
y
3"
The first term,~x2dA, represents the mo
ment of inertia of the body about its centroidal fJ.J. .289 d
axis yy and will be given the symbol I. The tI
second term is zero because~xdA is zero since Area bh
yy' is the centroidal axis of the body. The 1f
last term, d 2.;rdA = Ad 2 or, area of body times y h/3
the square of the distance between axes yy and
y~y~.
Thus in general, 12 _ 2
I = I + Ad 2 1
This expression states that the amount of
inertia of an area With respect to any axis in bh 3
the plane of the area is equal to the moment of T
inertia of the area with respect to a parallel
centroidal axis plus the product of the area and f~~ .236 h
the square of the distance between the two axes. ~~~
8
I 2 Area bh
Parallel Axis Theorem For Masses. If instead of T~riange 1f
area the mass of the body is considered, the
parallel axis can be written:
1  +2  l"fI x 2/3 h
b hb 3
I = I + Md 2 , where M refers to the mass of x I~_~ 48
the body. n ~
.204 h
A3.7a Mass Moments of Inertia The product of
the mass of a particle and the square of its
distance from a line or plane is referred to as
the moment of inertia of the mass of the parti
Trapezoid
r b1j Area = d(b + b ~)
Y = d(2b + b~)
2
r"" 1;""
~ y~ ~r:ad~2tld + 2a)
A,A'"
xiW/'+b[1:
x
PI \
L I~
il\ _I
,)v:'
_ I ? ~
dl X
d
'x 0 bd"  aid  2t)"
12
I y = d(b + a)"  2a"e  6ab 2e
tan 20 " Idtt") Ib"btl
Ix _ I y
\
Ial
;= I,~\Yi
,
)1
Area = .215 a
x = .223 a
2
Area  nr 2
Circle
2  I = nr 4
 =2
'E:~:
~~
4 y y~
4 '7
1 2 2 = 5 n r
4: TABLE 2
e~ ~ = r Properties of solids
2
Vol.  nr~ (r = radius)
Ring Area n (r o 2 ri 2) Solid Circ. Cyl.
1~
M = W (Total wt.)
I~ _~ = n (r o4  ri4) g
4:
\~. 1 I~ _~ = Mr 2
ex
A
= .264 r \.
q=outside
For thin hollow eire. eyl
I~ ~ = Mr 2 •
rea _ n (R 2 _ r2) radius
2 Re~ct.
Prism \.
y =i.. (R 2+ Rr + r) ,approx. y=2r Vol.  abL, M = W
Semicircular Ring
3n R+r n ' ~ 2 g2
I
x=.1098(R4r4).283R2~ R + r
(Rr)
\.
I:
~
,.....y 3
12 I
j 0 ~
..ja~ I
~~= M (a + b )/12
1 2 2 = ML2/12
~~3 ~
2
r==~~~~J
I (
x approx)=.3t(r +R)" when t I" "  ML /3
2
Solid Sphere Vol. = (4 n r")/3
is small r
F;~~:~
Ellipse
Sphere I
about axis
2M r 2/5
=
0
Area  nab
•
I = n a"b
Ix Thin Hollow Sphere Vol. =4 n
JI 4
~ :3
(r~3 r2 " )
x xE'x = a = radius of sphere
~
rl
2 I about dia. 
2Mr~ 2
3
A3 4 CENTROIDS , C ENTER OF GRAVITY MOMENTS OF INERTIA
x~.x
g of body. TABLE 4
I xx =mn 2Ra2 [If + (5a 2/4)) Centroids of Trapizoidal Areas
y
TABLE 3
2
2 2
I yy = ~ mn Ra (4R 2 + 3a )
2
LLET
b
fl y +xl
Il
,e, = 2 n rt
Circular Arc Area 1.01 0.4992 0.5008
1. 02 0.4984 0.5016
1.03 0.4976 0.5024
I~_~ = n r t
3
1.04 0.4968 0.5032
1.05 0.4960 0.5040
I polar = 2 n r 3 t 1.06 0.4952 0.5048
1.07 0.4944 0.5056
1.08 0.4936 0.5064
ex = .707r 1. 09
1.10
0.4928
0.4920
0.5072
0.5080
E' polar = r 1.11
1.12
0.4912
0.4905
0.5088
0.5095
1.13 0.4898 0.5102
Semicircle Arc A = n rt 1.14 0.4890 0.5110
 1.15 0.4883 0.5117
Y = .6366 r 0.5123
~
1.16 0.4877
1.17 0.4870 0.5130
I1.~ = n r t
3 0.5138
1.18 0.4862
2 1.19 0.4855 0.5145
1 ±  1 1. 20
1. 22
0.4849
0.4835
0.5151
0.5165
1"2 = .2978 r 3t 1. 24 0.4822 0.5178
1. 26 0.4809 0.5191
1 28 0.4795 0.5205
Quartercircular Arc Area =n rt 1. 30 0.4782 0.5218
2 1. 32 0.4770 0.5230
~'
1. 34 0.4758 0.5242
 1. 36 0.4746 0.5254
Y = .6366 r 1. 38 0.4733 0.5267
f4~:
2 1. 40 0.4721 0.5279
I~_~ = n4
r t 3
1. 45 0.4693 0.5307
0.5333
1. 50 0.4667
1 1.55 0.4641 0.5359
2 1 1.60 0.4616 0.5384
12  2 = .149 r 3 t
,
1. 65 0.4592 0.5408
1. 70 0.4568 0.5432
1. 75 0.4545 0.5455
1. 80 0.4523 0.5477
CIRCULAR ARC 1. 85 0.4502 0.5498
r
1. 90 0.4482 0.5518
NAy 0.5538
Y 1. 95 0.4462
2.00 0.4443 0.5557
2.10 0.4409 0.5591
2.20 0.4375 0.5625
x
2.30 0.4343 0.5657
~
2.40 0.4312 0.5688
2.50 0.4284 0.5716
2 60 0.4259 0.5741
: ·NA 2.70 0.4233 0.5767
Xf  ~
2.80 0.4209 0.5791
I r{MEAN)t y 2.90
3.00
0.4188
0.4168
0.5812
0.5832
x I I i X 3.20
3 40
0.4128
0.4090
0.5872
0.5910
Y 3.60 0.4060 0.5940
3.80 0.4030 0.5970
Area = art a in Radians 4.00
4.20
0.4000
0.3975
0.6000
0.6025
0.6050
4.40 0.3950
r sin a ,
X= a (Myy =A x = r 2
t sin a) 4.60
4.80
0.3928
0.3908
0.6072
u.t;U1l2
5.00 0.3889 0.6111
5.50 0.3848 0.6152
r3t (a + Si~ 2a) 6.00 0.3810 0.6190
IyY =~ 6 .. 50 o 3778 0.6222
7.00 0.3750 0.6250
7.50 0.3725 0.6275
t (a2 + sin42a _ sina a)
2
INA Y =r 3 8.00
9.00
0.3702
0.3668
0.6298
0.6332
10.00 0.3636 0.6364
y = r (ICOS
a
a) , Mxx = Ay  rat (Icos a)
r3 t
I xx =2 (a _ sin2 2a)
A3.5
Table 4
Item Horizontal Vertical
I~
Weight Arm: x lIoment Arm. y lIoment
No. Name 11'# : Wx : l'y
where Ix, I y , and I z are generally referred to Example Problem 2. Determine the moment of iner
as the rolling, pitching and yawing moments of tia about the horizontal centroidal axis for the
inertia of the airplane. area shown in Fig. A3.4
w = weight of the items in the airplane Solution. We first find the moment of inertia
x, y and z equal the distances from the about a horizontal reference axis. In this so
axes thru the center of gravity of the airplane lution, this arbitrary axis has been taken as
and the weights w. The last term in each equa axis x'x' thru the base as shown. Having this
tion is the summation of the moments of inertia moment of inertia, a transfer to the centroidal
of the various items about their own X, y and Z axis can be made. Table 5 gives the detailed
centroidal axes. calculations for the moment of inertia about
If w is expressed in pounds and the distan axis x'x'. For simplicity, the crosssection
has been divided into the five parts, namely, A,
ces in inches, the moment of inertia is express B,e,D, and E.
ed in units of poundinches squared, which can lex is moment of inertia about centroidal
be converted into slug feet squared by multiply x axis of the particular part being considered.
ing by 1/32.16 x 144. Distance from axis x'x' to centroidal horizontal
Example Problem 1. Determine the gross weight axis = y = ZAv = 17.97 = 2.91"
center of gravity of the airplane shown in Fig. ZA 6.182
A3.3. The airplane weight has been broken down By parallel axis theorem, we transfer the
into the 10 items or weight groups, With their
individual e.g. locations denoted by the symbol moment of inertia from axis x'x' to centroidal
+. axis xx.
I xx = Ix' x'  Ay 2= 79.47  6.18 X 2.91 2 =
Solution. The airplane center of graVity will be 27.2 in·
located with respect to two rectangular axes. In
this example, a vertical axis thru the center
line of the propeller will be selected as a ref
Radius of Gyration, Pxx = xx =V27 .2 =2.1" Vl
erence axis for horizontal distances, and the A 6.18
thrust line as a reference axis for vertical dis
tances. The general expressions to be solved ®
are:
x = Zwx = distance to airplane e.g. from
ZW ref. axis SB
y = ZWy = distance to airplane e.g. from
1iW ref. axis XX
Table 4 gives the necessary calculations,
whenee
x 417180 = 133.3" aft of t propeller Fig. A3.4 Fig. A3.5
3150 Exampre Problem #3. Determine the moment of in
y = 5480 1.74" (below thrust line) ertia of the stringer cross seotion shown in
3150 Fig. A3.5 about the horizontal centroidal axis.
Solution. A horizontal reference axis x'x' is
assumed as shown. The moment of inertia is
Thr~tv7'''=::;''.. _
first calculated about this axis and then
line transferred to the centroidal axis xx. See
Table 6.
Fig. A3.3
A3.6 CENTROIDS, CENTER OF GRAVITY, MOMl!:NTS OF INERTIA
E 1.50 0.375 0.56 0.21 1/12 x 2 x .75 3.0.07 0.28 Problem #4. Determine the moment of inertia of
the flywheel in Fig. A3.5a about axis of rotation.
Sum6.182 17.97 79.47 in 4
The material is aluminum alloy casting (weight =
.1 lb. per cu. inch.)
Table 6
WfJJ
Sec.AA
Portion Area y Ay Ay 2 I cx lxIx' • I cx + Ay 2
necessary, which is available in the weight and axes, the product of inertia of the weight about
balance estimate of the airplane. the reference axes is necessary. Column (14)
Table 6a shows the complete calculation of gives the values about the reference axes. To
the moments of inertia of an airplaneo This transfer the product of inertia to the cog. axes
of the airplane, we make use of the parallel
table is reproduced from N.AoO.A. Technical note
#575, "Estimation of moments of inertia of air axis theorem. Thus
planes from Design Data." zwxz c . g . =ZWXZ(Ref. axes) Zwxz =48,857,589
Explanation of Table 5325.3x1l5.9x77.8=839,253 lb. in.2
Fig. A3.5b shows the reference of planes To reduce all values to slug ft~ mUltiply 1
and axes which were selected. After the moments 32.17
1
of inertia have been determined relative to x
these axes the values &bout parallel axes 144
through the center of gravity of the airplane
are found by use of the parallel axis theorem. Hence Ix = 3061, I y = 6680, I z = 9096, I xz = 181
Having the inertia properties about the co
Column (1) of Table 6a gives breakdown of air ordinate c.g. axes, the moments of inertia bout
plane units or items.
the principal axes are determined in a manner as
Column (2) gives the weight of each itemo explained for areas. (See A3.13).
Columns (3), (4) and (5) give the distance of
the c.g. of the items from the references planes The angle 0 between the X and Z axes and the
or axes. principal axes is given by,
Columns (6) and (7) give the first moments of tan 2 0 = 2I x z = 2 x 181 =.05998 hence lO =
the item weights about the Y' and X' reference I z  Ix 90963061
axes.
1 0 43"
Columns (8), (9) and (10) give the moment of
inertia of the item weights about the reference
axes.
Columns (11), (12) and (13) give the moments of
inertia of each item about its own centroidal
axis parallel to the reference axes. Such items
as the fuselage skeleton, wing panels and engine
, \
\
have relatively large values for their centroid ' \
al moments of inertia. \, \
The last values in Columns (3) and (5) give "g '<II
\
\
\
o
<II
Center sect10n 108.8 lOa 57 11,098 6,a02 1,131,955 353,491 261,229 261,229 632,563
nose assel!lbly
Center ssction a04.6 lal 57 24,757 11,66a a,995,549 664,745 491,245 491,245 1,411,126
beam, etc.
Center section 84.2 148 55 12,462 4,631 1,844,317 254,705 202,164 33,680 235,844 685,388
ribs, etc.
Flap 2a.0 180 53 3,960 1,166 712,800 61,798 48,598 48,598 209,880
Outer panel nose 104.6 105 166 65 10,983 6,799 1,153,215 2,545,546 441,935 184,514 184,514 713,895
Outer panel beam 155.5 120 156 65 18,672 10,114 2,240,640 3,786,682 657,410 274,478 274,478 1,213,680
Outer panel ribs 89.8 139 156 64 12,482 5,747 1,735,026 2,185,373 367,821 158,407 17,601 176,008 798,861
Ailerons 31.4 172 156 62 5,401 1,947 928,938 764,150 120,702 55,390 55,390 334,850
Horizontal tail 87.1 367 96.7 31,966 8,423 11,731,412 814,463 176,378 176,378 3,091,083
Vertical tail 31.4 352  125 11,053 3,925 3,890,586 490,625 110,200 10,174 31 1,381,600
Fueelage skele 314.0 176 81 55,264 25,434 9,726,464 2,060,154 69,394 1,576,594 1,570,000 4,476,384
ton
Engine mount 40.5 60 80 2,430 3,240 145,800 259,200 5,184 5,184 5,184 194,400
Turtleback 48.5 254 80 12,319 3,880 3,129,026 310,400 15,181 57,861 56,648 985,520
( fairing)
Firewall 11.0 70 80 770 880 53,900 70,400 2,200 1,100 1,100 61,600
Steps 2.0 170 20 70 340 140 57,800 800 9,800 23,800
~.A.C.A. cowling 70.0 50 80 3,500 5,600 175,000 448,000 16,940 15,470 15,470 280,000
Cabin and 66.5 146  108 9,709 7,182 1,417,514 775,656 2,394 106,400 108,794 1,048,572
Windshield
Foot troughs 2.0 77 5 68 154 136 11,858 50 ·9,248 10,472
Floor, rear 9.5 al0 66 1,995 6a7 418,950 41,382 608 1,368 1,976 131,670
Wing fillets 18.5 142 20 58 2,627 1,073 373,034 7,400 62,234 18,944 18,944 152,366
Bottom cowling 27.0 140 11 75 3,780 2,025 529,200 3,267 151,875 24,300 24,300 283,500
and side frames
Arresting door 1.3 284 63 369 82 104,853 5,160 5 5 23,260
Tailwoeel pan, 4.0 365 84 1,460 336 532,900 26,224 100 100 122,640
etc.
Side doors 17.0 143 IS 82 2,431 1,394 347,633 5,508 114,308 1,088 28,288 27,200 199,342
Baggage door 1.8 165 63 297 113 49,005 7,144 720 720 18,711
Fabric and dope 13.0 254 80 3,302 1,040 838,708 83,200 4,394 15,509 15,509 264,160
Tail cone 7.5 385 91 2,888 683 1,111,688 62,108 120 120 262,763
Cowling, sta 12.0 110 95 1,320 1,140 145,200 108,300 1,200 1,200 125,400
tione 12
Chassis (re 232.4 115 54 51 26,726 11,852 3,073,490 677,678 604,472 23,240 23,240 1,363,026
tracted)
Retracting mech 28.6 110 25 67 3,146 1,916 346,080 17,875 128,385 210,782
anism
Wheels, etc. 91.0 141 54 56 12,831 5,096 1,809,171 265,356 285,376 718,538
Tail wheel 26.0 360 74 9,360 1,924 3,369,600 142,376 26 26 692,640
The principal moments of inertia are given by will be given the symbol I xy , hence
following equation.
2 2 I xy = I xydA           (1)
I xp = I:z cos 0 + I z sin 0  I xz sin 2 0. (see The unit, like that of moment of inertia, is ex
Art. A3.11) pressed as inches or feet to the 4th power.
I yp = I y Since x and y may be either positive or negative,
the term I xy may be zero or either positive or
I z = Ix sin2 0 + I z cos 2 0 + I xz sin 2 0 negative.
substituting Product of Inertia of a Solid. The product of
I xp = 3061 x (0.9996)2 + 9096 x (0.0300)2 181x inertia of a solid is the sum of the products
.0599 = 3056 obtained by multiplying the weight of each small
portion in which it may be assumed to be divided
I zp =3061x (0.0300)2 + 9096 x (0.9996)2 +181x by the product of its distances from two of the
.0599 = 9102 three coordinate planes through a given point.
I yp = 6680 Thus With respect to planes X and Y
I xy = I xy dW
A3.7b Problems
I xz = I xz dW
I yz = I yz dW
A3.9 Product of Inertia for Axes of Symmetry.
T:
• J...
If an area is symmetrical about two rec
tangular axes, the product of inertia about these
'~
1
axes is zero. This follows from the fact that
J..R symmetrical axes are centroidal x and y axes.
1 10 £.4
8 1"
If an area is symmetrical about only one of
~ k It +l T ~ two rectangular axes, the product of inertia,
IXYdA, is zero because for each product xydA for
Fig. A3.6 Fig. A3. 7
an element on one side of the axis of symmetry,
(1) Determine the moment of inertia about there is an equal product of opposite sign for
the horizontal centroidal axis for the beam
section shown in Fig. A3.6. the corresponding element dA on the opposite side
of the axis, thus making the expression lydA
(2) For the section as shown in Fig. A3.7 equal to zero.
calculate the moment of inertia about the cen
troidal Z and X axes. A3.l0 Parallel Axis Theorem
In Fig. A3.11
I X1Y1 =jx y dA=j(xcos0+ysin0)(ycos0
x siJ 0)dA
= (cos" 0  s in 2 0 j xydA + cos 0 sin 0 j
Y Fig. A3.10 (y"x") dA
= I xy cos 20+ ~ (Ix  I y ) sin 2 13
A3.ll Moments of Inertia with Respect of Inclined
Axes 2
Therefore, I X1Y1 is zero when
unsymmetrical beam sections are very com
mon in aircraft structure, because the airfoil tan 2 13 = 2I xy            (6)
shape is generally unsymmetrical. Thus, the Iy_I X
general procedure with such sections is to first
find the moment of inertia about some set of A3.l3 Principal Axes.
rectangular axes and then transfer to other in
clined axes. Thus, in Fig. A3.11 the moment of In problems involving unsymmetrical bending,
inertia of the area with respect to axis X1X1 is, the moment of an area is frequently used with re
spect to a certain axis called the principal
Ix 1 =jy 1 "dA= j(ycos0xsin0)"dA axis. A principal axis of an area is an axis
= cos"0j y"dA+sin"0jx 2 dA2Sin0 cos 0 about which the moment of inertia of the area is
either greater or less than for any other axis
j xydA passing thru the centroid of the area.
= Ix cos" 0 + I y sin" 0  2 I xy sin 0 cos 0 (3) Axes for Which the product of inertia is
zero are principal axes.
and likewise in a similar manner, the following Since the product of inertia is zero about
equation can be derived: symmetrical axes, it follows that symmetrical
I Y1 =I x sin"0 + Iycos"0 + 2 I XY sin 0 cos axes are principal axes.
The angle between a set of rectangular
o     (4) centroidal axes and the principal axes is given
by equation (6).
Example Problem 4.
Determine the moment of inertia of the ang
le as shown in Fig. A3.12 about the principal
axes passing through the centroid. Solution:
xl:=I==L..~x
Reference axes X and Yare assumed as shown in
Fig. A3.12 and the moment of inertia is first
calculated about these axes. Table 8 gives the
calculations. The angle is divided into the
two portions (1) and (2).
Fig. A3.11
Table R
I ICy
Part Area cx
Ix Iy
A x y Ay Ax Ay 2 Ax 2 Axy
.l.xl 5(1)3= 0019 11 3
1 .375 .75 .125 .0469 .281 .0058 .211 .0351 12 • (4) • 12x4Xl, 5 =.070 .0077 .281
2 .500 .125 1,25 .625 .0625 .7800 .0078 .0781 1 1 3 .9470 .010
12 x4 x2= .167 i2x2X.253 •• 0026
.875 .6719 .3435 .7858 .2188 .1132 .9547 .291
A3.1l
~Icx and Icy = moment of inertia of each portion section has been broken down into 16 stringers
about their own X and Y centroid as listed in column 1. For the top surface, a
al axes. width of 30 thicknesses of the .032 skin 1s as
sumed to act with the stringers and a width of
Location of centroidal axes;
25 thicknesses of the .04 skin (see Col. 3). On
y = ZAy .6719 = .767" the lower surface, the skin half way to adjacent
li .875 stringers is assumed acting with each stringer,
or the entire skin is effective. Column 4 gives
x = ZAx .3435 = .392" the combined area of each stringer wlit and is
ZA .875
considered as concentrated at the centroid of
Transfer moment of inertia and product of iner the stringer and effective skin. All distances,
tia from reference X and Y axes to parallel x and y, columns 5 and 8, have been scaled from
centroidal axes; a large drawing.
Ix = Ix  A~?' = .955  .875 x .767 2 = .440 y
Iy = I y  Ai. 2 = .291  .875 x .392 2 = .157
I XY = ZAxy  AY:.y = .1132  .875 x .767 x .392 = .032 Skin
.040 Skin r ef.
 .150
""2 3
Calculate angle between centroidal X and Y axes
and principal axes through centroidal as fol ,+_+~XRef.
lows; ~~.t~~. x
o
tan 2 0 = ~ = 2(.150 = .30 = 1.06 L9 11
r
12 13 16
I y  Ix .157.440 .283 .J
ca
2 0 = 46 0  40' 0 = 23 0  20'
Calculate moments of inertia about centroidal
Fig. A3.13
"/1
Yp Y y
principal axes as follows;
I xp = Ix cos 2 0 + I y sin 2 0  2I xy sin 0 cos 0 Table 9
11
= .44x .918 2 + .157x .3965 2 2(.150)x 1 2 3 4 5 6 7 8 9 10
.3965 x .918= .092 in. 4 '"1 .11 .03 '" .14 E«
,(
Location of centroidal axes with respect to ref.
axes, 
y = ZAy =  1.465 =  .396"
li 3.70
Example Problem 5. x=ZAx= 58.238 15.74"
Fig. A3.13 shows a typical distributed ZA 3.70
flange  2 cell  wing beam section. The upper
and lower surface is stiffened by Z and bulb I x =187.043.70x .396 2 =186.5 in.4
angle sections. Determine the moment of inertia I y = 1348.36  3. 70x 15.74 2 = .431. 7 in.4
of the section about the principal axes.
Solution; I XY = 13.35  (3.70 x .396 x 15.74) = 36.41in. 4
The properties of the crosssection depend
tan 2 0 = ~ = 2 (36.41) = .29696
upon the effective material which can develop
resist1ng axial stresses. The question of ef IyIX 431.7186.5
fective material is taken up in later chapter. 20=16 0 32.5', 0=8 0 16.25'
Table 9 shows the calculations for the moment of 2 2
inertia about the assumed rectangular reference Ixp=Yx cos 0+l y sin 02 I XY sin0cos0
= 186.46 x .9896 2 + 431. 7 x .1438 2 2
axes XX and YY (see Fig. A3.13). The cross
t36.41x .9896x (.1438)J = 181.2 in. 4
A3.12 CENTROIDS, CENTER OF GRAVITY, MOMENTS OF INERTIA
I yp =Ix sin 2 0 + I y cOS 2 0 + 2 I xy sin 0 A3.14 Section Properties of Typical Aircraft Structural
Sections.
cos 0 =186.46 x .14382 2 + 431. 7 x .9896 2 + Table A3.10 through A3.15 and Chart A3.1
2 36.41x,9896x(.1438) =437in. 4 give the section properties of a few structural
shapes common to aircraft. Use of these tables
will be made in later chapters of this book.
y
y
S=1
~ =~~'~1'01613r":12:51_'lll3!1~§'11916§§'!001417~c'10115i8~c'11190~!~'3i4i7~
.625
.063 .125 .123 .0110 .0082 .298 .259 .625 .078 .158.201.0055.0183 .187 .341
.750 .050 .094 .110 .0106 .0122 .310 . 3~3
.750 .875 .050 .094 .117 .245 .0065 .0151 .237 .360
.063 .125 .139 .0128 .0148 .304 .326 . 750 ~ .147.247.0079.0184.233.354
1. 000 .063 .125 .170 .0165 .0367 .312 .464 .078 .177.253.0094.0214.230.348
.625
.050 .094 .104 .0130 .0068 .353 .257 ~ .125 .216 .362 .0213 .0276 .314 .358
.063 .125 .131 .0158 .0083 .347 .251 1. 000 . 125 .328.379.0304.0378.304.339
.050 .094 .117 .0151 .0122 .360 .323 ~ .123.140.0026.0181.144.384
.750 .063 .125 .147 .0184 .0148 .354 .317 .500
.078 .148.145.0029.0211.141.377
.875 .078 .125 .177 .0214 .0175 .348 .314 ~ . 139 . 187 .0049 .0216 . 187 .394
.050 .094 .129 .0172 .0197 .365 .391 .625 .078 . 168 . 193 .0058 .0252 . 186 .388
~
.875 .163 .0210 .0241 .359 .385 ~ . 155 .229 .0083 .0250 .231 .402
.078 .197 .0245 .0287 .353 .382 ~ . 187 . 242 .0098 .0294 .229 .393
.125
1. 000 ~
.078
.178
.216
.0236
.0276
.0367
.0439
.364
.358
.454
.451
1. 000 .750 .094 . 125 .220 .248 .0113 .0335 .226 .390
~ . 170 .289 .0128 .0285 .275 .409
.050 .094 .110 .0176 .0068 .400 .249 ~ .206.294.0152.0335.271.403
.625
.063 .125 .139 .0216 .0083 .394 .244 .875 .094 .244.300.0176.0383.269.397
.0'" .094 .123 .0205 .0121 .408 .315 ~ .265.460.0417.0460.397.417
~
.750 .155 .0251 .0147 .403 .308 1. 250 . 125 . 4 0 6 . 4 7 8 . 0 6 0 7 . 0 6 4 3 . 387 .398
1. 000 ft';.0",7",,81 .187 .0294 .0175 .396 .307
~ .170 .0285 .0242 .409 .377 1.125 f_._50_0+1_:'"'~~~",,~1 .125 : :~~ : : :;~
: : ~~;;
: ~~:: ::~ :~~
.875
~
.094
.125 .206
.244
.0335
.0383
.0287
.0332
.403
.397
.373
.369 .625
~ .147 .178 .0051.0285.186.441
.078 . 177 . 184 .0060 .0334 . 184 .434
.186 .0320 .0367 .415 .444 ~ . 197 .232 .0102 .0388 .22R .444
1. 000
.226 .0377 .0439 .408 .441 .750 .094 .232.237.0117.0444.225.438
.625 .125 .147 .0285 .0083 .441 .237 ~ . 181 .278 .0135 .0379 .274 .458
.094 .142 .0304 .0197 .464 .374 ~ .216.283.0158.0441.271.452
~
~:~~~"'~1 ;~~ ~~~ ~~~; ~~~~ ~~~ :~;
.178 .0374 .0241 .458 .368
.875
1.125 ~
.094
.216
.256
.0441
.0507
.0287
.0332
.452
.445
.364
.361
1.125 f._8_7_5f1 . 125 : : : : : :
.125 ~ .236.336.0232.0495.314.458
1. 125 ~ .210 .0467 .0530 .472 ~~ 1. 000 ~ .279.341.0269.0569.310.452
~
.094
.255
.303
.0548
.0632
.0637
.0744
.464
.457
.500
.496
.125 .359.352.0331.0695.303.440
~ .350.508.0661.0757.435.466
.750 ~
.078
.170
.206
.0421
.0497
.0148
.0175
.497
.491
.295
.291
1. 375 .125 .453.519.0832.0930.428.453
.625 .094 . 2 2 0 . 1 8 1 . 0 0 7 1 . 0 4 9 3 . 179 .473
~ .202 .0532 .0366 .514 .428
~ ~~'j2~67~t~'f27~8S~'~01~9~0~~·t06~5~0¢~·t2~67S~·~4~9i3~
1. 250 1. 000 .125
.094 .291 .0729 .0511 .501 .419 .875 . 125 .344.288.0234.0796.261.481
1. 250 ~
.094
.294
.338
.0765
.0886
.0887
.1039
.519
.512
.558
.555
1,250 .078
I .125 .265 .377 .0334 .0698 .355 .513
1. 125 ~ .314.383.0389.0807.352.507
.750 .063 .178 .0562 .0148 .543 .288
.125 .406.393.0484.0994.345.495
~ .210 .0662 .0367 .562 .418
1. 500 .125 .500.560.1106 .1292 .470 .508
1. 375 1. 000 ~
.094
.125
.255
.303
.0794
.0911
.0439
.0511
.558
.549
.415
.411 .625
~ .197 .169 .0063 .0540 .179 .524
.094 .232 .175 .0073 .0621 .177 .517
~~~
.294 .0951 .0887 .569 .549
1. 250 I : ~ .236.263.0169.0705.268.547
.453 .1365 .1308 .549 .537
~ t~'j2~7!9=~.~26g8~~.~0~19~8t:1=~.+0~81N84:~.~2~66~~.
5~4~3~
.750 .078 .0765 .875
.226 .0175 .582 .278
1. 375 1_ _+'.'"'12"'5, .125 .359 .278 .0242 .1002 .259 .528
1. 500 1. 000 ~
.094 .125
.265
.314
.0961
.1116
.0439
.0511
.602
.596
.407
.403
~ .326.371.0403.1010.352.557
1.125 ~ . 4 2 2 . 3 8 1 . 0 5 0 4 . 1246 .346 .544
1. 250 .094 .361 .1349 .1040 .611 .536
.156 . 5 1 3 . 3 9 0 . 0 5 9 1 . 1451 .339 .532
.750 .078 .245 .1104 .0175 .671 .267
1. 625 .156 .668 .612 .1710 .2035 .506 .55~
1. 750 1. 000 .078 .125 .284 .1377 .0439 .696 .393
~ .244 .168 .0076 .0768 .177 .561
1. 250 .094 .385 .1925 .1039 .707 .520 .625 .125 .313 .178 .0090.0939.170.548
.750 .063 .218 .1272 .014 .7 5 .261
1.500 ~ .125 .375 .269 .0249 .1236 .258 .574
2.000 1. 000 .094 .361 .2194 .0511 .779 .376 .875
.125 .156 . 4 5 5 . 2 7 8 . 0 2 8 9 . 1 4 8 5 . 267 .572
1. 250 .094 .408 .2621 .1040 .801 .505
1.125 .094 .338.360.0414.1233.350.604
1. 500 .125 .594 .3852 .2346 .806 .629
.750 .063 .249 .2172 .0148 .9:14 .244
2.500
.875 ~
.094 .125
.323
.385
.2890
.3383
.0288
.0333
.945
.938
.298
.294
1. 000 ~
.125
.408
.531
.3723
.4707
.0512
.0636
.955
.941
.354
.346
A3 13
rxf
&
Table A3. 12 SoT
Ill
Properties of Extruded Aluminum T~
J1 ~',  ~~r
W '
Alloy Equal Leg Angles. (Ref. 1938 Table A3.14
Alcoa Handbook) B Properties of
Unequal Angles
~l
I.r R
Dimensions Area Axis XX or YY Axis ZZ x
W t R sq. in. I jO d I f> II V L 1
5/8
3/4
3/4
3/32
1/16
3/32
1/8
1/8
1/8
.111
.089
.132
0.004
0.004
0.183
0.220
0.187
0.199
.0015
.0018
0.117
0.142
45°
45° I y
I A~J
0.006 0.219 0.214 .0026 0.141 45°
3/4 1/8 1/8 .171 0.008 0.217 0.227 .0034 0.141 45° 0 NOMINAL DIMENSIONS SECTION ELEMENTS
1 1/16 1/16 .122 0.012 0.311 0.271 .0048 0.199 45° z AREA
1 3/32 1/8 .178 0.016 0.301 0.276 .0066 0.193 45° ~
u
A B T R 
Square
Y x Ixx Iyy ,0 xx ,oyy
1 1/8 1/8 .234 0.021 0.298 0.290 .0085 0.191 45° Inches Inch Inches 4 Inch
1 3/16 1/8 . 339 0.029 0.293 0.314 .0124 0.192 45° '"
OJ Inches
11/4 3/32 3/32 .230 0.033 0.38 0.34 .014 0.24 45° I .625 .500 .050 .063 .0535 .126 .187 .00Il .0020 .146 .193
11/4
11/4
1/8
3/16
3/16
3/16
.30
.43
0.042
0.059
0.37
0.37
0.35
0.37
.017
.025
0.24
0.24
45°
45°
c+3 .750
.500
.625
.063
.063 .063
.0739
.0818
.120
.162
.243
.222
.0014
.0027
.0041
.0044
.139
.181
.235
.232
.625 .063 .0922 .150 .269 .0029 .0069 .177 .274
11/4 1/4 3/16 .56 0.074 0.36 0.40 .032 0.24 45° ~
11/2 3/32 3/16 .28 0.058 0.46 0.40 .024 0.30 45° ~6
.875
.750 ~
.125
.125 .100
.184
.190
.2I1
.250
.272
.0049
.0082
.0073
.0123
.221
.2I1
.270
.258
11/2 1/8 3/16 .36 0.074 0.45 0.41 .031 0.29
11/2 3/16
45° ~ .625 ~
.125
.100 .140
.160
.320 .0029
.0050
.0100
.0170
.170 .31b
.304
3/16 .53 0.107 0.45 0.44 .044 0.29 45° ~ .184 .344 .165
11/2 1/4 3/16 .69 0.135 0.44 0.46 .057 0.29 45° ~ I. 000 .750 ~
.125
.125
.108
.200
.178
.199
.299
.322
.0051
.0086
.0106
.0182
.217
.208
.313
.302
13/4 3/32 3/32 .32 0.096 0.55 0.47 .039 0.35 45° fjf
13/4 1/8 3/16 .42 0.121 0.53 0.47 .050 0.34 45° 't2 .875 ~
.094
. I16
.167
.220.
.231
.281
.292
.0079
.0IlO
.01Il
.0155
.262
.257
.310
.305
13/4 3/16 3/16 .62 0.174 0.53 0.50 .072 0.34 45° ~ ~ .124 .159 .403 .0054 .0197 .209 .400
.0276
13/4 1/4 3/16 .81 0.223 0.52 0.52 .093 0.34 45° ~
.750
~ .179 .170 .416 .0074 .203 .393
2 1/8 1/4 .49 0.18 0.61 0.53 .08 0.40 45° .4 I. 250
.125 .125 .231 .181 .427 · 0092 · 0346 .200 .387
2 3/16 1/4 .72 0.27 0.61 0.56 .11 0.39 45° 4~ I. 000
~
~
.139
.202
.239
.250
.361
.373
· 0124
.0171
· 0217
.0306
.298
.291
.394
.389
2 1/4 1/4 .94 0.34 0.60 0.58 .14 0.39 45° 18 .125 .262 .260 .384 .0215 · 0383 .286 .382
2 5/16 1/4 1.16 0.41 0.60 0.61 .17 0.39 45° ~ .750 ~ .204 .156 .522 .0077 .0463 .194 .476
.125 .264 .167 .534 .0096 .0584 .191 .465
¥.J. .228 .0512
4~ ~ .228 .472 .0182 .282 .474
I. 500 I. 000
~ .156 .295 .239 .485 .0226 .0647 .276 .468
~ .156 .361 .249 .495 · 0265 .0772 .271 .463
~ ~ .251 .310 .433 · 0347 .0550 .372 .468
.462
1} I. 250
~
.156
.327
.400
.321
.331
.444
.455
.0436
.0518
· 0698
.0834
.365
.360 .457
.0998
~ I. 000 .125 .327 .222 .591 .0236 .269 .553
~ I. 750
I. 250 .125 .358 .300 .545 .0465 .1078 .360 .549
~
30 I. 500
~
.156
.156 .389
.478
.383
.393
.506
.517
.0776
.0928
· I144
.1377
.447
.441
.542
.537
'
I
Y
1=:U A
~r
T
T
Table A3.15
l~
X X
Properties of
Table A3.13 ~S ISections
LIx
,..,...R
Properties of
TeeSections _J~
r 1 T R..L
j""TT
~B/ll<l B .jr;
g NOMINAL DIMENSIONS
AREA
SECTION ELEMENTS 0
Z
NOMINAL DIMENSIONS
AREA
SECTION ELEMENTS
c+2 I. 250
.625
.750
.050
.063
.094
.125
.094
.127
.121
.160
.0028
· 0055
.0077
.0098
.173
.209
.287
.276 ~
~ .750
I. 250 ~
.078 .125
.207
.250
.0206
.0239
.0193
.0235
.316
.310
.306
.307
.750 .094 .106 .148 .0046 .0103 .209 .312 I. 500 .078 .289 .0284 .04I1 .314 .378
~ I. 000
· 050
.063 .150 .228 .0131 .296 .293
3
m .m · u, .366 .336
rt I. 375 I. 000 .078 .183 .235 .0156
· 0129
.0158 .292 .294 ~ I. 375
~ .125 .329 .0425 .0375 .359 .338
~ .125
.216 .242 .0188 .290 .295 f6
.875
~ I. 000 .094
.094 .240 .327
· 0182
.0345 .0168 .379 .280
I. 625
I. 375
.094
.094
.376
.341
.0497
.0580
.0626
.0375
.364 .408
7 I. 250 ~ .413 .332
r4 .750
.750
.063
.094
.141
.204
.141
.159
.0052
.0080
· 0169
.0244
.192
.198
.346
.346 r+
9
I. 000 I. 625
I. 750
.094
.094
.125 .388
.4I1
· 0676
.0725
.0626
.0786
.418
.420
.402
.437
& I. 000 · 078 .193 .225 · 0160 .0200 .288 .327
~
I. 375 .094 .364 .0970 .0375 .516 .321
IT I. 500 I. 000 .094 .125 .228 .232 .0186 .0245 .286 .328
~
I. 625 .4I1 .0626 .524 .390
rr
rr I. 250
I. 250
.078
· 094
.212
.252
.307
.314
.0301
· 0354
.0206
.0245
.377
.375
.312
.312 ~
13
1.250 1. 875
2.125
· 094
.094
· 094
.125 .458
.505
· I128
.1285
.1442
· 0971
.1423
.530
.534
.460
.531
IT I. 250 .125 .326 .327 · 0449 · 0319 .371 .313
~
I. 5uO · u.4 .• I1 .15.1 · 0490 .622 .345
.192 .180 .0IlO .240 .370 .125 .594 .2268 .1023
¥s .875 · 078
.125 .295 .198
· 0263
.234 .372
~ I. 500
I. 750
2. 000 .125 .125 .656 .1543
.618
.625
.415
.485
17
.875
1.125 .078 .212 .254
· 0161
· 0228
· 0407
· 0263 .328 .352 ~
17 2.500 .125 .781
.2564
.3156 .3058 .636 .626
IT I. 625 1.125 .125 .125 .326· .274 · 0339 · 0408 .322 .364
~ 2. 000 2. 000 ~ .125
.552 .3922 · I183 .843 .463
49 I. 375 · 094 .275 .345 · 0475 · 0314 .415 .338 19 .125 .719 .4946 .1544 .830 .464
rTo I. 375 .125 .358 .358 · 0605 · 0408 .4I1 .338
~ ~ .607 .6571 .1184 I. 04 .442
rrr I. 375 .15b
.094
.437
.240
.370
.179
.0725
.0131
.0499
.0393
.407
.234
.338
.405
21 2.500 2.000 .125 .156 .789
.054
.8315 .1546
.1184
I. 03 .443
~
~
.875
.875 .125 .311
.263
.191
.252
.0164
.0273
· 0512 .230
.322
.406
.386
~
23
3. 000 2. 000
I. 500
4E
.078
.156
.851
.542
· •• 23
1. 262
1. 298
.1547
.0413
1.23
1. 22
1. 55
.42
.426
.275
~ 1.125 · 094
.276
· 0393
.0628 .314 .387 ~
~
.156 .418 .0412 .740 .1184 I. 60 .400
~ 1. 125
.125 .287 .333 .0484 .0393 .411 .370 ~ 2.000
.125
.969
I. 888
.1547
~ I. 750 1. 375
I. 375
· 094
.156 .457 .358 .0627 .403 .371 ~
27 4. 000 3.000
.125
.156 1. 52
2.424
4.136 .6586
1.58
1.65
.400
.658
~ · 0741
.0394 .500 za
~ 1. 625
1. 625
.094
.125
.310
.405
.420
.434
.0777
.0995 .496
.356
.356 29 3.500 ~
.250
.188 2.00
2.60
5.521
6.968
1. 258
1. 638
1.66
1. 64
.794
.794
~ 1. 625 .156 .497 .446 .1200
· 0513
.0629 .492 .356 T 4. 000 .313 .250 3.53 9.415 3.037 1. 63 .928
30
A3.14 CENTROIDS, CENTER OF GRAVITY, MOMENTS OF INERTIA
Table A3.16
SECTION PROPERTIES OF TYPICAL AIRCRAFT EXTRUDED SECTIONS
!~ 1 17/32 13/16 1/8 .040 .050 1/16 .068 .00686 .317 .319 .00150 .148 .112
.:C i" 2 1/2 1 7/32 .050 .050 .050 .113 .01515 .3665 .510 .00155 .117 .110
:t~
90 3 1/2 7/8 3/16 1/16 1/16 3/32 .1025 .0100 .313 .383 .00162 .125 .116
e t
4 9/16 7/8 3/16 .060 .060 3/32 .1031 .0102 .313 .383 .00215 .114 .130
r y.J
~ e
k ~
J,
L 5 9/16 7/8 3/16 .050 .078 13/32 .1061 .0120 .329 .345 .00302 .165 .133
~~ 
l_e'~_ It 6 3/4 11/8 3/16 .075 .075 i 1/16 .1514 .0239 .397 .435 .00550 .190 .182
  .. _  
L~A.I
_. 
7 3/4 15/16 9/32 3/32 3/32 9/64 .230 .0507 .471 .574 .0080 .187 .171
8 7/8 3/8 1/16 1/16 1/16 .095 .0101 .326 .4375 .00111 .108 .108
'j
9 7/8 3/8 3/32 3/32 3/32 .1375 .0136 .314 .4375 .00148 .104 .118
'l(
i
' t
A~. I 
e
1._ '_
I I'
I
x
,t\
10
11
12
1
11/4
113/16 1
1/2
11/16
3/32
3/32
3/16
3/32
3/32
3/16
3/32
3/32
3/32
.1736
.2320
.644
.0240
.0536
.2920
.371
.480
.677
.500
.625
.906
.00376
.00992
.0555
.147
.206
.295
.158
.210
.326
ie'~
1
1 13 21/2 1 1/8 1/8 1/8 .581 .525 .950 1.25 .0662 .338 .323
~ 84 14 21/4 11/8 1/8 3/16 1/8 .666 .524 .888 1.125 .0872 .362 .375
15 13/8 11/16 1/8 1/16 1/16 1/16 .137 .00425 .176 .133 .0178 .360 .687
~I  I~ A .t1 J 16
17
15/8
15/8
 I
3/4
3/4

5/32
 
5/32
1/16
1
1/16
1/16
3/32
1/16
5/64

.168
.206
.00580
.00589
.186
.170
.133
.121
.0335
.0458
.446
.474
.812
.812
ey,~C
rrl  !L_)( 18 2 11/16 3/16 3/32 3/32
1
3/32 .306 .0252 .287 .201 .0791 .509 1.0
~ I,
21 25/16 11/2 5/16 5/32 5/32 , 5/32 .668 .1075 .401 .338 • 2326 .590 1.156
leF 22 11/2 11/8 1/16 1/16 1/16 .161 .0186 .342 0255 .0171 .326 .750
I A e 23 11/2 2 1/8 3/32 1/8 .384 .1562 .641 .658 .0346 • 302 .750
:T( ~*T" 24 13/4 2 9/32 1/8 1/8 .760 .315 .643 .757 .0599 .281 .875
25 13/4 29/16 1/4 5/32 : 5/32 .918 .600 .809 .959 .0730 .282 .875
I
LI e'
'
~ 26 2 21/2 5/32 1/8 i 5/32 .605 .385 .800 .793 .159 .514 1.00
!
,
11, 27 11/16 1 1/8 .050 .050 .050 3/32 .135 .0218 .404 .500 .0163 .348 .6625
28 13/16 11/8 3/16 .060 .060 .050 ! 3/32 .180 .0375 .456 .562 .0295 .405 .7825
,1r.:t;"
I _.~ I
8 ~ 
IIt

 )\
t...,..
,
e
! 29
30
5/8
3/4
1;1/2
2
3/16
1/4
.050
.050
1/16
1/16
1/16
1/16
3/32
3/32
.166
.214
.0603
.1382
.595
.793
.75
1.00
.0151
.0281
.298
.358
.600
.725
~t_ :~;J 31 3/4 2 1/4 1/16 1/16 1/16 3/32 .2378 .1449 .773 1.00 .0282 .341 .719
!Le' .j 32 3/4 2 1/4 1/16 3/32 3/32 3/32 .2855 .1820 .795 1.00 .0365 .356 .719
33 9/16 7/8 .050 .050 1/16 .099 .0120 .349 .437 .0056 .238 .537
I~
35 9/16 1 1/16 .080 3/32 .151 .0239 .397 .500 .00828 .234 .531

I ~ I~t 36 9/16 1 1/4 .075 .075 3/32 .170 .0384 .475 .625 .00876 .227 .525
B >;
*rl
e
37 11/16 11/4 1/16 .100 3/32 .213 .0550 .508 .625 .0194 .302 .655
J   L6==J.
~ ~,
38
39
.825
3/4
.1
11/2
2
.075
.072
.120
.072
3/32
1/8
.302
.249
.110
.1446
.604
.757
.750
1.00
.0391
.0180
.360
.267
.787
.714,
40 3/4 2 .102 .102 3/32 .330 .1826 .750 1.00 .0228 .265 .700
  
CHART A3.1 PROPERTIES OF FORMED CHANNEL SECTIONS
I"
.. 4 1:L+~j n:;1 r":,i TTT'
{~~~H
,.~_"
..,.;C . . . ,.:iIIH
_ 0 . 3 5 1lEI::::
4Nt
. . tI:' .•
 , ,
~r::r:"""""'
T ,;,: :':T=: _~
'tifF'
i::t:
< .3
; .1
+, jm:1L
+ll'H· tt+
I 0.30 < +co i· :'tt: t~
<
""e;j
0
II
+~'lli I
...:
.2
'7t:i
.~=+= .
::~~:.1:.:...u
t;
,t
.iE,bF
:en
H'
.8
IIf~
~~!
L:';J+;.;: W=2
0.25 .1 ·:t 3
J. ",.j ,"".;1.
'S'" ::tW= lc.1:"4
~ ~En ' i::::. :!::t",',U"j
r :j:::::::11
m'
1_,;,c,~
, . c' I.•..
fl If
, _ ~
:.t~~~:.~ ~
,c"' ...
4
',1=
~.:..;
0 20
. ~
_ ='W
~
'It ::.1="
= tr 1::=:."
. ii. :s
L = .. :':~L: !i:
, ,
N.A. t
1
~"
__,,':
_·~'.:,f'
o~~
n'
.'
. " ::;F',
~
~
0::;i
= r
:::=:: MultIply A&IJ
values
H
{nil
"1
:t_:'
~~'I
:s""
~
0
~
:.:4 .5
." ==
0.15 ::;i
_::.' factors:
p t:::, .. ""
::;i
.HH'l"''' t I A::,:... R=:j ~
I . 8 . 064
+t+: .072
.051 1. 00
1. 23
1. 375
1. 00:;::
1. 24 "'
}.~=:;::
~ :r;
,1
: 3'
.4
 I
EfutE±: I"·l=::
4"
. r:'ll
'~'I ~:..r~t :i ; L'; ..
H
,:::h,
;.l<j'<4±k~ ..\v=it:·, 11'
1::1
.3
·~II·. 'i::
+~:
1;: ..•:n: ~
0.05
~ n:~
.2
;::L"t it
tj,'+'H
:c1Tltr;y' II· ,~:;i; n::::t:
+ti:J~'
<'·It
+!~
:j:: '1:" ;1t'
Mom. of Inertia: ~m:EtE!EJ .1
+i:t:tU_i_UJ:'..l..1.:~'::j
"lL;jit:!:::~ t :.a=L~U1i: Area:
TIl
•• j
o ~:
dh
13fT
1.0 2.5 3.0 3.5 ::tJ:t:tt:;:tt'clL:
1.5 2.D
;;;;!n;':l~;;:n..;r 1::I;,:,j""
H  HEIGHT OF CHANNEL .025 >
w
1.5 2.5 3 3.5 4
....
H : HEIGHT OF CHANNEL
'"
A3.16 CENTROIDS CENTER OF GRAVITY MOMENTS OF INERTIA
~d' + +(01
8
/05"''' /.e 0·8 /,2 T L
10'' '2 0 " "/..
1
Fig. A3.19
~
I
,",2. D," 0.8 /.
Fig. A3.14 Fig. A3.15 /5 +1 8
,:
~
i
a" Trrrll;.,
II " 0• 12,,~L
~
0.12. .020 i
/,
ng. A3.N.
n
   I
0.4°11
1 r 6 '1"""' @ 6" 36" .1 Fig. A3.20
1. 5"
(8) Fig. A3.21 shows the crosssection of
a small fuselage. The dashed line represents
l I
(
!)"
Fig. A3.18
a cutout in the structure due to a door. As
sume each of the 13 stringers have an area of
a" 0.1 sq. in. Consider fuselage skin ineffective.
10 .8
Calculate the moment of inertia of the effective
section about the principal axes.
CHAPTER A4
GENERAL LOADS ON AIRCRAFT
\
~~~d~~~e)~ Land. (wheel or motion is called translation, and from basic
Physics, the accelerating force F = Ma, where M
(2) Landing Loads Landing on Water. is the mass of the body or Wig. In Fig. A4.1
the unbalanced force system F causes the rigid
Arresting. (Landing on Air body to accelerate to the right. Fig. A4.2 shows
craft Carriers). the effect of this unbalanced force in producing
A4.3

r        , Motion
..,.. .!'~
Motion are:
Fn = Mrw s = Mvs;r   (4)
T
w F = Mra          
(5 )
t
Where w = angular velocity at the point A.
a = angular acceleration at point A.
Fig. A4.1 Fig. A4.2 r = radius of curvature of flight path
at point A.
The inertia forces are equal and opposite
a force on each mass particle of m~a, msa, etc., to these effective forces as indicated in Fig.
thus the total effective force is Zilla = Ma. If A4.3. These inertia forces can then be con
these effective forces are reversed they are re sidered as part of the total force system on the
ferred to as inertia forces. The external airplane which is in equilibrium.
forces and the inertia forces therefore form a If the velocity of the airplane along the
force system in equilibrium. path is constant, then at = zero and thus the
From basic Physics, we have the following
relationships for a motion of pure translation inertia force F = 0, leaving only the normal
t
if the acceleration is constant: inertia force F •
n
=
v  Vo at   (1) If the angular acceleration is constant,
the following relationships hold.
s = vot + ~ at S (2)
v  v o s = 2as (3) w We = at            (6)
Q = wot + ~atS (7)
Where,
WS
_ Wo S = 2aQ       (8)
s = distance moved in time t.
where G = angle of rotation in time t.
V o = initial velocity
Wo = initial angular velocity in rad/sec.:
=
v final velocity after time t. w = angular velocity after time t.
In Fig. A4.3 the moment To of the inertia
Inertia Forces on Rotating Rigid Bodies. forces about the center of rotation (0) equals
A common airplane maneuver is a motion Mra(r)= Mrsa. The term Mr 2 is the mass moment
along a curved path in a plane parallel to the of inertia of the airplane about point (0).
XZ plane of the airplane, and generally referred Since an airplane has considerable pitching
to as the pitching plane. A pUll up from steady moment of inertia about its own center of gravity
flight or a pUllout from a dive causes an air axis, it should be included. Thus by the
plane to follow a curved path. Fig. A4.3 shows parallel axis
an airplane following a curved path. If at
point A the velocity is increasing along its To = loa + I e.ga              (9)
path, the airplane is being sUbjected to two where 1 0 = Mrs and I e.g = moment of inertia of
accelerations, namely, at, tangential to the
curve at point A and equal in magnitude to airplane about Y axis through e.g. of airplane.
Inertia Forces For Pitching Rotation of Airplane
Center of Curvature about Y Axis Through e.g. airplane.
01 Flight
Path
r In flight, an air gust may strike the hori
\ zontal tail producing a tail force which has a
\ moment about the airplane e.g. In some landing
an=Fws=VsIF conditions the ground or water forces do not
pass through the airplane e.g., thus producing
a moment about the airplane e.g. These moments
cause the airplane to rotate about the Y axis
through the e.g.
Therefore for this effect alone the center
Fig. A4.3 of rotation in Fig. A4.3 is not at (0) but at
A4.4 GENERAL LOADS ON AIRCRAFT
the e.g. of airplane, or r = o. Thus Fn and Ft air forces on the wing. For example, consider
the two air pressure intensity diagrams in Figs.
equal zero and thus the only inertia force for A4.6 and A4.7. These distributed force systems
the pure rotation is I e.g. a, (a couple) and can be replaced by their reSUltant (R), whiCh
thus the moment of this inertia couple about the of course must be known in magnitUde, direction
e.g. = Te.g. = I e.g. a. and location. The location is specified by a
term called the center of pressure which is the
As explained before if the inertia forces point where the resultant R intersects the air
are included with all other applied forces on foil chord line. As the angle of attack is
the airplane, then the airplane is in static changed the reSUltant air force changes in mag
equilibrium and the problem is handled by the nitUde, direction and center of pressure
static equations for equilibrium. location.
A4.5 Air Forces on Wing.
The wing of an airplane carries the major
portion of the air forces. In level steady
flight the vertical upward force of the air on
the wing, practically equals the weight of the
airplane. The term airfoil is used when re
ferring to the shape of the crosssection of a
wing. Figs. A4.4 and A4.5 illustrate the air
pressure intensity diagram due to an air
Fig. A4.6 Fig. A4.7
•
Lift and Drag Components of ReSUltant Air Force.
Instead of dealing with the reSUltant force
R, it is convenient for both aerodynamic and
stress analysis considerations to replace the
resultant by its two components perpendicular

and parallel to the airstream. Fig. A4.8 il
lustrates this resolution into lift and drag
components.
Angle of Attack Angle of Attack
L
= 120 = _ 60
~~ ,/:c.ge ;J' D
Flight P: . e>. Fig. A4. 10
orizontal
T=D
Fig. A4.11
W
=
T engine thrust.
forces in steady horizontal flight. L repre
L = total wing lift plus fuselage lift.
D = total airplane drag. sents the total airplane lift (wing plus tail).
=
Ma moment of Land D with reference to wing Therefore L = W. Now assume the airplane is ac
celerated upward along the Z axis. Fig. A4.l2
a.c. (aerodynamic center)
shows the additional inertia force wag/g acting
W = weight of airplane.
I L = inertia force normal to flight path. downward, or opposite to the direction of
acceleration. The total airplane lift L for the
I D = inertia force parallel to flight path. Z
1 = rotation inertia moment. I
m nzL
E = tail load normal to flight path.
For a horizontal constant velocity flight
condition, the inertia forces I , I D, and 1 ~ c.g.o_D'
L m T
would be zero. For an accelerated flight con
W
dition involving translation but not angular T=D
Fig. A4.12
acceleration about its own c.g. axis, the
inertia moment 1m would be zero, but I and I ~ ~a
g z
L D
would have values. unaccelerated condition in Fig. A4.11 must be
mUltiplied by a load factor ng to produce static
Equations of Equilibrium For Steady Flight. equilibrium in the g direction.
From Fig. A4.l0 we can write:
Thus, naL
..
 W ~g a g = 0
weight W of the airplane, hence a definite maximum flight velocity. For com
mercial airplanes the velocity is limited to a
n W ~ a (See Fig. A14.13) reasonable glide speed which is sufficient to
x g x take care of reasonable flight operations.
If U is taken as 30 ft./sec. and m as the would give an acceleration ~ess than the lim
change in C with respect to angle of attack ited values given by lines AB and CD.
zA The positive and negative gust accelera
in absolute units per degree, equation (A) re tions due to a 30 ft./sec. gust normal to flight
duced to the following path are shown on Fig. A4.l4. In this example
diagram, a positive gust is not critical within
3KmV (B) the restricted velocity of the airplane since
lin = W/S        the gust lines intersect the line BD below the
line AB. For a negative gust, the gust load
Therefore the gust load factor n when air factor becomes critical at velocities between F
plane is flying in horizontal attitude equals and D with a maximum acceleration as given by
point E.
3KmV For airplanes which have a relatively low
n = 1 +                 (C)
 W/S required maneuver factor the gust accelerations
may be critical for both positive and negative
and when airplane is in a vertical attitude accelerations. Examination of the gust equation
indicates that the most lightly loaded condition
n = + ~                 (D)
(smallest gross weight) produces the highest
W/S gust load factor, thus involving only partial
pay load, fuel, etc.
A4.10 lllustration of Main Flight Conditions. On the diagram, the points A and B corre
VelocityLoad Factor Diagram. spond in general to what is referred to as high
As indicated before the main design flight angle of attack (H,A,A,) and low angle of attack
conditions for an airplane can be given by (L.A.A.) respectively, and points C and D the
stating the limiting values of the acceleration inverted (H.A.A.) and (L.•A.A.+ conditions re
and speed and in addition the maximum value of spectively.
the applied gust velocity. As an illustration, Generally speaking, if the airplane is de
the design loading requirements for a certain signed for the air loads produced by the veloc
airplane could be stated as follows: "The ity and acceleration conditions at points A, B,
proposed airplane shall be designed for applied E, F, and C, it should be safe from a structural
positive and negative accelerations of + 6.0g strength standpoint if flown within the specified
and 3.5g respectively at all speeds from that limits regarding velocity and acceleration.
corresponding to CL up to 1.4 times the Basically, the flight condition require
max. ments of the Civil Aeronautics Authority, Army,
maximum level flight speed. Furthermore, the and Navy are based on consideration of specified
airplane shall withstand any applied loads due velocities and accelerations and a consideration
to a 30 ft./sec. gust acting in any direction of gusts. Thus a student understanding the basic
up to the restricted speed of 1.4 times the discussion above should have no difficulty un
maximum level flight speed. A design factor of derstanding the design requirements of these
safety of 1.5 shall be used on these applied three government agencies.
loads If • For stress analysis purposes, all speeds
In graphical form these design require are expressed as indicated air speeds. The
ments can be represented by plotting load fac "indicated" air speed is defined as the speed
tor and velocity to obtain a diagram which is Which would be indicated by a perfect airspeed
generally referred to as the Velocityaccelera indicator, that is, one that would indicate
tion diagram. The results of the above speci true air speed at sea level under standard at
fication would be similar to that of Fig. A4.l4. mospheric conditions. The relation between the
Thus, the lines AB and CD represent the re actual air speed Va and the indicated air speed
stricted positive and negative maneuver load
factors which are limited to speeds inside line Vi is given by the equation
BD which is taken as 1.4 times the maximum
level flight speed in this illustration. These
restricted maneuver lines are terminated at
points A and C by their intersection with the
Vi ='
Vf§.Po Va
Example Problem 1
Fig. A4.15 illustrates an airplane landing
on a Navy aircraft carrier and being arrested by
a cable pUll T on the airplane arresting hook.
If the airplane ·weight is 12,000 lbs. and the
airplane is given a constant acceleration of 3.5g
(112.7 ft/sec 2 ) , find the hook pUll T, the wheel
A4.11 Special Flight Design Conditions. reaction R, and the distance (d) between the line
There are many other flight conditions of action of the hook pUll and the airplane e.g.
which may be critical for certain portions of If the landing velocity is 60 M.P.H. What is the
the wing or fuselage structure. Most airplanes stopping distance.
are equipped with flaps, to decrease the land W = 12000 lb.
ing speed and such flaps are lowered at speeds
at least twice that of the minimum landing
speed. Since the flapped airfoil has different
values for the magnitude and location of the
airfoil characteristics, the wing structure
must be checked for all possible flap conditions
within the specified requirement relative to
maximum speed at which the flaps may be oper
R Fig. A4.15
ated. Generally speaking, the flap conditions
will effect only the wing portion inboard of the
flap and it is usually only critical for the Solution: 
rear beam web or shear wall and for the top and
bottom walls of the torsion box. This is due to On contact of the airplane with the arrest
the fact that the deflection flap moves the ing cable, the airplane is decelerated to the
center of pressure considerably aft thus pro right relative to Fig. A4.15. The motion is pure
ducing more shear load on the rear shear wall as translation horizontally. The inertia force is
well as torsional moment on the conventional
cantilever box metal beam. Ma = ~g a = (12000)
g'
3 5g = 42000 lb •
The airplane must likewise be investigated
for aileron conditions. Operation of the ailer The inertia force acts opposite to the direction
ons produce a different air load on each side of acceleration, hence to the left as shown in
of the airplane wing which produces an angular Fig. A4.15.
rolling acceleration of the airplane. further The unknown forces T and R can now be solved
more, the deflected ailerons change the mag for by using the static equations of equilibrium.
nitude and location of the airfoil character
istics, thus calculations must be carried out to ~FX = 42000 + T cos 10° 0
determine whether the loads in the aileron con
ditions are more critical than those for the hence, T = 42700 lb.
normal flight conditions.
For angular acceleration resulting from 12000 + R  42700 x sin 10n o
pitching moments due to air gusts on the tail,
A4.9
VS  0 = 2 x 96.6 x 35
or
SUbt:  v = 82 ft/sec. = 56 M.P.H.
9000 lb.
,:l~_~ThrustLine __
r
9'
c'g:Ma 1 _
A
38'
Fig. A4.17
Solution: 
The airplane is being decelerated horizon
Fig. A4.16
tally hence the inertia force through the air
plane c.g. acts toward the front of the airplane.
Solution:  Since the braking force is given we can solVe
for the deceleration factor by the eqUilibrium
The forces will be determined just after equation,
the beginning of the catapult run, where the
car velocity is small, and thus the lift on the ~FX = 35000  Max = 0
airplane wing and the airplane drag can be
neglected. hence, Ma = 35000
x
Horizontal inertia force acting toward the air or W
plane tail equals, ()
g x
a = 35000
whence
Ma = (9000) 3.0g 27000 lb. 35000 / s
g ax = (100000) 32.2 = 11.27 ft sec
From statics: 
To find landing run (s),
4Fx = 900  P + 27000 = 0, hence P = 26100 lb.
VS  Vo s = 2 axs
To find Rs take moments about point A,
o  125 s = 2 (11.27) s
ZM = 9000 x 55 + 27000 x 78  900 x 83  85R s hence,
A = 0 8 = 695 ft.
A4.10 GENERAL LOADS ON AIRCRAFT
To find Rs take moments about point (A) Airplane Load Factor = AirPl~e Lift
ZMA = 100,000 x 21  35000 x 9 + 38 Rs 0
111600  4100
Rs = 47000 lb. (2 wheels) = 14000 7.7
93500 lb.
T T
111,600 lb.
210"
14000
Solution:  Solution: 
s
s
V 733
Acceleration a~  r  2500 = 215 ft/sec
2 Fig. A4.l9 shows a free body of the air
plane with the lift and inertia forces as found
or 214.5/32.2 = 6.68g (upward). in Problem 4.
The inertia force normal to the flight path The additional inertia force due to the
and acting down equals angular acceleration a = 4 rad/sec 2 • equals,
L = 111600 lb.
Ma = 99009 lb.
~
A4.11
~40'i'.+..d'~"rJ~::~_1_.~ ~
Inertia force due to a g equals,
~oo
Mra = 32.2 x 12 x 50 x 4 = 776 lb. (down ) 319000 lb. Fig. A4.20
Calculations of resultant load on pilot:  are for design loads, which in general are 1.5
times the applied loads. It would not be correct
x = 372" to say that the wing deflections under the ap
plied loads for these two High Angle of attack
conditions would be 2/3 the deflections shown in
the photograph since under the design loads a
considerable portion of the wing would be stressed
beyond the elastic limit of the material or into
the plastic range where the stiffness modulus is
0.93
180
= 32.2 x 12 x 40 x 0.93 = 17 lb.

F~ = Mxa = 32.2180x 12 x 372 x 0.93 = 161 lb.
Up until World War II practically all air for applying the load on the wing when striking
planes were assumed as rigid bodies for struc the air gust.
tural design purposes. During the war failure NACA Technical Note 2424 reports the flight
of aircraft occured under load conditions which test results on a twinengine Martin transport
the conventional design procedure based on rigid airplane. Strain gages were placed at various
body analysis, indicated satisfactory or safe points on the wing structure, and strains were
stresses. The failures were no doubt due to read for various gust conditions for Which the
dynamic overstress because the airplane is not normal airplane accelerations were also recorded.
a rigid body. Then slow pUllup maneuvers were run to give
Furthermore, airplane design progress has similar airplane normal accelerations. The wing
resulted in thin wings and relatively large had a natural frequency of 3.8 cps and the air
wing spans, and in many cases these wings carry plane speed was 250 M.P.H. Two of the con
concentrated masses, such as, power plants, clusions given in this report are:  (1) The
bombs, wing tip fuel tanks etc,. Thus the bending strains per unit normal acceleration
flexibility of wings have increased which means under air gusts were approximately 20 percent
the natural bending frequencies have decreased. higher than those of slow pullUps for all mea
This fact together With the fact that airplane suring positions and flight conditions of the
speeds have greatly increased and thus cause tests, and (2) The dynamic component of the wing
air gust loads to be applied more rapidly, or bending strains appeared to be due primarily to
the loading is becoming more dynamic in char excitation of the fundamental wing bending mode.
acter and thus the overall load effect on the These results thus indicate that air gusts
wing structure is appreciable and cannot be apply a air load more rapidly to a wing than a
neglected in the strength design of the wing. maneuver load giving the same airplane normal
acceleration for a commercial transport type of
General Dynamic Effect of Air Forces on airplane, and thus the dynamic strain effect on
Wing Loads. the wing is more pronounced for gust conditions.
Figs. A4.23, 24 and 25 show results of dy
The critical airloads on an airplane are namic effect of air gusts on a large wing as de
caused by maneuvering the airplane by the pilot termined by Bisplinghoff*. The results in these
or in striking a transverse air gust. A trans figures show that dynamic effects tend to con
port airplane does not have to be designed for siderably increase wing forces on some portions
sharp maneuvers producing high airplane accel of the wing and decrease it on other portions.
erations in its job of transporting passengers,
thus the time of applying the maneuver loads is Fig. A4.23
considerably more than a fighter type airplane 600
pUlling up sharply from high speeds. .r Comparative Shear
1\ Distribution
Fig. A4.22 shows the result of a pullUp :; 400
maneuver on the Douglas D.C.3 airplane at 180
M.P.H. relative to load factor versus time of
CIl
~
", ', ~ \
" r,   Dynamic Analysis
   Rigid Airplane
200 Analysis
application of load. As indicated the peak I'
load of load factor 3.25 was obtained at the .......::
No..
end of one second of time. o .2 .4 .6 .8 1.0
.5 1 1.5 2
6
0
)1
" ~
10
Pullup of DC3 Airplane at 180 mph. I%l ~ "
f"".. "
The author estimates the natural frequency of 0
.2 .4 .6 .8 1.0
the D.C.3 wing to be around 10 to 15 cycles per
second, thus a loading time of 1 second against Fig. A4.25
a time of 1/10 or 1/15 for half a wing deflec ~ c. Comparative Distri
3
tion cycle indicates that dynamic overstress ~ bution of Torque
sqould not be appreciable. In general, it can
be said that dynamic overstress under maneu
2
~C' 1   tl/l About Elastic Axis.
S
~ General Data:
vering loads on transport airplanes is not as ~ 0 '" '" I
,/"",'
 ~
Wing Span = 189 ft.
great as from other conditions such as air Eo< 1 '" Gross wt. = 184000 lb.
t....
gusts or landing. 2 Airlane Vel. =260 mph.
o .2 .4 .6 .8 .10
Dynamic Effect of Air Gusts. Fraction of SemiSpan
The higher the air gust velocity and the * Report on an Investigation on Stresses in Aircraft Struc
higher the airplane velocity, the less the time tures under Dynamic Loading. M. I. T. Publication.
A4.14 GENERAL LOADS ON AIRCRAFT
g
axial and torsional forces. However, the bend 100=P
ing forces and the resulting beam stresses due 10 1 :9
to bending of the beam are usually of primary It)
>"'1
A5.2 Statically Determinate and Statically Indeterminate Fig. A5. 2 a Fig.A5.3
Beams. 75 75
A beam can be considered as subjected to
known applied loads and unknown supporting re
actions. If the distribution of the applied 100 = 1
known loads to the supporting reactions can be
determined from the conditions of static equil :9~ CTI~100=P
ibrium alone, namely, the summation of forces
and moments equal zero, then the beam is con
sidered as a statically determinate beam. How
klH
la
::e 75
T
d >"'
la 75
ever, if the distribution of the known applied Fig. A5.4 Fig. A5.5
loads to the supporting beam reactions is in
fluenced by the behavior of the beam material right side portion as a free body in equilibrium
during the loading, then the supporting reactions as shown in Fig. A5.2. For static equilibrium,
cannot be found by the statical equilibrium ~V, ~H and ZM must equal zero for all forces and
equations alone, and the beam is classified as a moments acting on this beam portion. Consider
statically indeterminate beam. To solve such a ing ~V = 0 in Fig. A5.3: 
beam, other conditions of fact based on the
beam deformations must be used in combination ~V = 75  100 = 25 lb. (1)
With the static equilibrium equations.
thUS, under the forces shown, the force system
A5.3 SheaL_and Bending Moment. is unbalanced in the V direction, and therefore
A given beam is subjected to a certain ap an internal resisting force Vi equal to 25 lb.
plied known loading. The beam reactions to hold must have existed on section aa to produce
the beam in static equilibrium are then calcu equilibrium of forces in the V direction. Fig.
lated by the necessary equations of static equi A5.3 shows the resisting shear force, Vi =
librium, namely:  25 Ib, which must exist for equilibrium.
~V =0, or the algebraic summation of all verti Considering ZM =
0 in Fig. A5.3, take
cal forces equals zero. moments about some point 0 on section aa,
~H = 0, or the algebraic summation of all hori ZM o = 75 x 15 + 100 x 5 = 625 in.lb.(2)
zontal forces equals zero.
ZM = 0, or the algebraic summation of all the or an unbalanced moment of  625 tends to ro
moments equals zero. tate the portion of the beam about section aa.
A counteracting resisting moment M = 625 must
With the entire beam in static equilibrium, exist on section aa to provide equilibrium.
it follows that every portion of the beam must Fig. A5.4 shows the free body with the Vi and
likewise be in static equilibrium. Now consider
the beam in Fig. A5.1. The known applied load Mi acting.
Now ~H must equal zero. The external
of P = 100 lb. is held in equilibrium by the two forces as well as the internal resisting shear
reactions of 25 and 75 Ibs. as shown and are
calcUlated from simple statics. (Beam weight is Vi have no horizontal components. Therefore,
neglected in this problem). Now consider the the internal forces producing the resisting
beam as cut at section aa and consider the moment Mi must be such as to have no horizontal
A5.1
A5.2 BEAMS  SHEAR AND MOMENTS
unbalanced force, which means that the resisting rOOO lb. 3°~1
1,500 lb. lb.
moment Mi in the form of a couple, as shown in ,1 ~,3 4,5 6,7 8,
Fig. A5.5, or Mi =
Cd or Td and T must equal C
~ 5'
6 '7
~
to make ,ZH .. O.
~
2 '3
The tendency of the loads and reactions 4' 5' 3'
acting on a beam to shear or move one portion of RA = 1110 lb. RB = 690 lb.
a beam up or down relative to the adjacent por
tion of the beam is called the External Vertical Fig. A5.6
Shear, or commonly referred to as the beam Vert
ical Shear and is represented by the term V. Calculations for Shear Diagram: 
From equation (1), the Vertical Shear at We start at the left end of the beam.
any section of a beam can be defined as the al Considering a section just to the right of the
gebraic sum bf all the forces and reactions 500 lb. load, or section 11, and considering
acting to one side of the section at which the the portion to the left of the section, the
shear is desired. If the portion of the beam to Vertical Shear at 11 = ,ZV =..;; 500 (negative,
the left of the section tends to move up rela down on left.)
tive to the right portion, the sign of the + 610 lb. + 610 lb.
Vertical Shear is taken as positive shear and
negative if the tendency is opposite. Or in ~OOlb.
other words, if the algebraic sum of the forces
~
is up on the left or down on the right side,
then the Vertical Shear is positive, and nega _ 500 500 lb.  390 lb.  390 lb.
tive for down on the left and up on the right.
Fig. A5.7 (Shear Diagram)
From equation (2), the Bending Moment at
any section of a beam can be defined as the al ~in.lb.
gebraic sum of the moments of all the forces
acting to either side of the section about the
section. If this bending moment tends to pro
duce compression (Shortening) of the upper fib
ers and tension (stretching) of the lower fibers
of the beam, the bending moment is classed as a
positive bending moment, and negative for the
reverse condition.
A5.4 Shear and Moment Diagrams.
In aircraft design, a large proportion of
the beams are tapered in depth and section, and
also carry a variable distributed load. Thus,
to design or check the various sections of such
beams, it is necessary to have a complete pic
ture as to the value of the vertical shear and
bending moment at all sections along the beam.
If these values are plotted as ordinates from a
base line, the resulting curves are referred to
as Shear and Moment diagrams. A few example
Shear and Moment diagrams will be plotted, to
refresh the' students knowledge regarding these
diagrams.
Example Problem 1
Draw a shear and bending moment diagram for
the beam shown in Fig. A5.6. Neglect the weight
of the beam.
In general, the first step is to determine
the reactions.
To find RB, take moments about point A.
ZMA =4 x 500 + 1000 x 5 + 300 x 13  10RB = 0
hence RB .. 690 lb.
,ZV= 500 + RA  1000  300 + 690= 0
hence RA = 1110 lb.
A5.3
Section 88: Vx =
270  lOx, and hence, the shear de
ZV = 300 (positive shear). creases at aconstant rate of 10 Ib./in. from 270
at A to 180 at C.
Fig. A5.7 shows the plotted values on the shear The vertical shear at section D, just to
diagram. the right of load is,
Calculation of the Moment Diagram. VD =
ZVleft =270  10 x 9  120 =60 up,
Start at section 11, and consider the or positive.
forces to the left only:
ZM =500 x 0 0 = I
9" l120l/=P .
C.D w=10lb./m.
Since sections 22 and 33 are only a differen At!!l!}!ll!)llli
tial distance apart, assume a section just above • 36
RA and consider the forces on the left side only: RA=270 RB=210
ZM =500 x 4 =
2000 in. lb. (Negative
270 lb. Fig. A5.9
VC=180 lb.
moment, because of tension in the top fibers).
Consider the section under the 1000 in. lb. load~ VD=60 lb.
ZM to left =
500 x 9 + 1110 x 5 = 1050 in.
lb. (positive moment, compressing the top
t= 15"
f6"
Shear Diagram 210 lb.
fibers).
Check by considering the forces to the right:
flg~
.n ....
o
in
0
....
.... ....
ZM right = 300 x 8  690 x 5 =  1050 in. lb. ~~
JX 2 Vdx
The equation for the bending moment between
D and B (x greater than 9) is M2
Mx =RAx  P (X9) 
wx 2
2""" (3 ) J M1
dM '"
x1
Thus, the area of the shear diagram between any
:: 270 x  120 (x9) _ 1~2 two points equals the change in bending moment
between these two points.
= 1080 + 150 x  5x 2    (4) To illustrate this relationship, consider
the shear diagram in example problem 2 (Fig.
At section C, x :: 9n , substitute in equation (4) A5.10). The change in bending moment between
the left reaction RA and the load is equal to
Me = =
1080 + 150 x 9  5 X 9 2 2025 in. lb. the area of the shear diagram between these two
(positive, compression in top fibers). points, or
At the point of zero shear, x :: 15 n • 270 + 180
2 x 9 :: 2025 in. lb. Since the bending
=
M 1080 + 150 x 15  5 x 15 2 :: 2205
moment at the left support is zero, this change
Thus, by sUbstituting in equation (2) and therefore equals the true moment at a section
(4) the moment diagram as plotted in Fig. A5.11 under the load P.
is obtained. Adding to this the area of the small tri
angle between point D and the point of zero
A5.5 Section of Maximum Bending Moment. 60
The general expression for the bending mo shear, or 1f x 6 = 180, we obtain 2205 in. lb.
ment on the beam of example problem 2 is from as the maximum moment. This can be checked by
equation (3); taking the area of the shear diagram between
the point of zero shear and point B =
2~0 x 21 :: 2205 in. lb.
Now, the value of x that will make MX a
maximum or minimum is the value that will make Example Problem 3.
the first derivative of Mx with respect to x Fig. A5.12 illustrates a landing gear oleo
equal to zero, or strut ADEO braced by struts BD and CEo A land
ing ground load of 15000 lb. is applied through
the wheel axle as shown. Let it be required to
(5 ) find the axial load in all members and the shear
and bendIng moment diagram for the oleo strut.
Therefore, the value of x that will make Mx a
maximum or minimum may be found from the equation
RA  P  wx :: 0 HBT
B
But, observation of this equation indicates 10"
that the term Ra  P  wx is the shear for the
section at a distance x from the left reaction.
Therefore, where the shear is zero, the bending
moment is maximum. Thus, the shear diagram
t 16"
which shows where the shear is zero is a con Fig. A5.12
venient medium for locating the points of maxi
___L
Pins at Points B,
mum bending moment. e, E. No Vertical 15000 lb. 1
Resistance at Point 16"
A5.6 Relation Between Shear and Bending Moment. A.
Equation (5) can also be written ~ :: V, n,'L
"0"
since the right hand portion of equation (5) is
equal to the shear.
Which means that the difference dM between To find Vc take moments about point B,
the bending moments at two sections that are a 2MB = 15000 x 0.5 x 42 + 15000 x 0.866 x 5.77
+ 20.77 Vc :: O.
distance dx apart, is equal to the area Vdx
under the shear curve between the two sections. hence, Vc :: 11550 lb.
Thus, for two sections x 1 and x 2, The axial load in member CEtherefore equals
A5.5
~
Axial Load
13000 lb. Diagram loads to the beam at points C, D, F and E.
W/00/& '_==Compression
13340
~"""",,_~';::am
1
T5
r}'"
~ ~OO, ~<I. <: >
2 " ; f J 500
~840 8" 8" I /'J) 5"
7500 lb.
Bending
M
= 3000
HC=50
C=500
L HO=500
MO=4000
H 500
F
L
E
~'10'1.1
\\"E'"
VF=1000 VE=7071
~Oiagram Moment
Fig. a Fig. b Fig. c
Fig. A5.15
Fig. d
The load of 1000 at 45° and applied at point E" have maximum peak moments without the Vertical
will be referred to point E the centerline of Shear passing through zero. To illustrate
beam. Fig. d shows the reaction at E due to the this fact, consider the beam of Fig. A5.20,
load at E'. The reaction at B should also be namely, a simple supported beam with an ex
referred to the beam centerline. Fig. A5.16 ternally applied couple moment of 10 in. lb.
shows the beam with the applied loads at points magnitude at point C the center point of the
C D E' F and B'. Figs. A5.17, 18 and 19 show beam. The shear and bending moment diagrams
the axial load, vertical shear and bending mo are as indicated and a maximum bending moment
ment diagrams under the beam loading of Fig. occurs at C but the shear diagram does not pass
A5.16. through zero.
707.1 1000
MC=10"#
4285
I
.999.Jr 5788.7
forces equal to 100 lb. each and an arm between
them of 0.1 inch as illustrated in Fig. A5.21.
207.1
't 1
11 lb.
Fig.A5.19
1CI ======u Shear Dia.
Fig. A5.21 99
The shear diagram is determined in the same
manner as explained before. The applied exter The shear diagram is as shown in Fig. A5.21 and
nal couples do not enter into the vertical shear now passes through zero under each of the couple
calculations. The bending moment diagram can be forces. Thus if we assume the couple moment has
calculated by taking the algebraic sum of all a dx arm the shear to the right of C is one lb.
couples and moments of all forces lying to the and then changes to some unknown negative value
one side of a particular section. If it is de and then back to one lb. positive as the dist
sired to use the area of the shear diagram to ance dx is covered ih going to the left. Thus
obtain the bending moments, it is necessary to the shear goes to zero twice in the region of
add the couple moments to the shear areas to ob point C.
tain the true bending moment. For example, the
bending moment just to the left of point E will A5.7 Moment Diagrams as Made up of Parts.
be equal in magnitude to the area of the shear In calculating the deflection of statically
diagram between C and E plus the sum of all ap determinate beams (See Chapter A7) and solving
plied couple moments between C and E but not in statically indeterminate structures (See Chapter
cluding that at E. A8), the area under the bending moment curve is
To illustrate the calculations are:  required, thus it is often convenient to treat
( 500 x 5) + (707.8 x 10) 4578 in. lb. (from = each load and reaction as a separate acting
force and draw the moment diagram for each force.
area of shear diagram).
(3000  4000) =
1000 in. lb. (from sum of The true bending moment at a particular point
will then equal the algebraic summation of the
couple moments).
Thus bending moment at E .. 4578  1000 = ordinates of all the various moment curves at
3578 in. lb. left this particular point or adding the various
separate moment diagrams will give the true
The bending moment at Eright will equal that at bending moment diagram. Figs. A5.22 and A5.23
Eleft plus the couple moment at E or 3578 + 707 illustrate the drawing of the bending moment
:: 4285 in. lb. diagram in parts. In these examples, we start
from the left end and proceed to the right end
The student should realize that when couple and draw the moment curve for each force as
moments are applied to a beam it is possible to though the beam was a cantilever with the fixed
A5.7
Due to P e
P e =lO* =:::::::::J 50
f5' 5,,1 Due to P~
601 160
r Fig. A5. 28
i1nli~O~
P,,=lO*
Final Bending
60 Moment Diagram
6,~ +....!£i Free 60 50 90 (Tension on inside
of frame is posi
Fig. A5.25 tive moment)
V F~"
~~ t a ~v Fig. A5. 32 Fig. A5. 33
M~c~nM"
(1) (2)
Fig. A5.31
Then from Fig. A5.33 we can write for the
resultant forces and moment at point (2) at
of the beam portion between stations 1 and 2. station 2: 
The Vertical Shear V~ at station 1 equals the
summation of the forces to the left of station 1 V" =V~ + F~"
and M~ the bending moment at station 1 equals
the algebraic sum of the moments of all forces
lying to left of station 1 about station 1.
Now considering station 2:  The Vertical
Shear Va = V~ + F~_", or stated in words, the
Shear V" equals the Shear at the previous sta Having the resultant forces and moments for a
tion 1 plus the algebraic sum of all forces F given point on a given station, it is usually
lying between stations 1 and 2. Again consider necessary in finding beam stresses to resolve
ing Fig. A5.31, the bending moment M" at station the forces into components normal and parallel
2 can be written, M" =
M~ + V~d + F~_"a, or
to the beam crosssection and also transfer
their location to a point on the neutral axis
stated in words, the bending moment Ma at sta
tion 2 is. equal to the bending moment M~ at a of the beam crosssection.
previous station 1, plus the Shear V at the For example Fig. A5.34 shows the resultant
previous station 1 times the arm d, the dist
ance between stations 1 and 2 plus the moments
of all forces lying between stations 1 and 2
about station 2.
A5.9 Equations for Curved Beams.
Many structural beams carry both longitud
ional and transverse loads and also the beams
may be made of straight elements to form a frame
~ S
Mo=M~Ne
or all beam elements may be curved to form a Fig.A5.34 Fig.A5.35 Fig.A5.36
curved frame or ring. For example the airplane
fuselage ring is a curved beam subjected to
forces of varying magnitude and direction along
its boundary due to the action of the fuselage
skin forces on the frame. Since the complete
bending moment diagram is usually desirable, it forces and moment at point 1 of a beam cross
is desirable to minimize the amount of numerical section. They can be resolved into a normal
work in obtaining the complete shear and bending force N and a shear force S plus a moment M~ as
moment values. Fig. A5.32 shows a curved beam shown in Fig. A5.35 where,
loaded with a number of different vertical loads
F and horizontal loads Q. Fig. A5.33 shows the N = H cos a + V sin a
beam portion 12 cut out as a free body. H~ S =V cos a  H sin a
represents the resultant horizontal force at
station 1 and equals the algebraic summation of Later on when the beam section is being de
all the Q forces to the left of station 1. V~ signed it may be found that the neutral axis
represents the resultant vertical force at
station 1 and equals the sum of all F forces to
lies at point °
instead of point 1. Fig.
A5.36 shows the forces and moments referred to
left of station 1, and M~ equals the bending point 0, With Mo being equal to M~  Ne.
moment about point (1) on station 1 due to the
moments of all forces lying to the left of
point 1.
A5.9
airplane as a rigid body. Unit load analyses ratio or the spanwise variation of the lift
are also made for angular accelerations of the coeff!cient CL in terms of a uniform distribu
airplane which can also occur in flight and tion CL • In this example we have taken this
landing maneuvers. ratio as unity since we have no wind tunnel or
The subject of the calculation of loads on aerodynamic calculations for this wing relative
the airplane is far too large to cover in a to the spanwise distribution of the lift force
structures book. This subject is usually cover coefficient. In an actual problem involving an
ed in a separate course in most aeronautical airplane a curve such as that given in Fig.
curricula after a student has had initial A5.36 would be available and the values to
courses in aerodynamics and structures. To il place in Column 3 of Table A5.1 would be read
lustrate the type of problem that is encountered from such a curve. Column (2) gives the wing
in the calculation of the applied loads on the chord length at each station. Column (4)
airplane, simplified problems concerning the gives the wing running load per inch of span
wing and fuselage will be given. at each station point. Since a total unit
load of 17760 lb. was assumed acting on the
AS.12 Example Problem of Calculating Wing Shears and half wing and since the wing area is 17760 sq.
Moments for One Unit Load Condition. in., the running load per inch at any station
Fig. A5.37 shows the half wing planform of equals the wing chord length at that station.
a cantilever wing. Fig. A5.38 shows a wing In order to find shears and moments at the
section at station O. The reference Y axis has various station points, the distributed load is
been taken as the 40 percent chord line which now broken down into concentrated loads which
happens to be a straight line in this particular are equal to the distributed load on a strip
wing layout. and this concentrated strip load is taken as
acting through the center of gravity of this
distributed strip load. Columns 5, 6, and 7
show the calculations for determining" the
(~pz) strip loads. Column 8 shows the lo
cation of the ~Pz load which is at the centroid
of a trapezoidal distributed load whose end
values are given in Column (4). In determin
ing these centroid locations it is convenient
to use Table A3.4 of Chapter A3.
The values of the shear Vz and the mo
ment Mx at each station are calculated by the
method explained in Art. A5.8. Columns 9, 10,
11 and 12 of Table A5.1 give the calculations.
For example, the value of Mx = 9884 in Col
~ IZ Ref. Axis umn (12) for station 220equals 2436, the Mx
moment at the previous station in Column (12)
~S% s%l....r40% line plUS 4908 in Column (10) which is the shear
aerodYll!!,mic I at the previous station (230) times the dist
center a.c. 0 "Ref.  ance 10 inches plus the moment 2540 in Column
I I?/
I
96"
Ref. Axis Fig. AS. 38
(9) due to the strip load between stations
230 and 220, which gives a total of 9884 the
value in Column (12).
The strip loads ~Pz act through the
The total wing area is 17760 sq. in. For aerodynamic center (a.c.) of each airfoil strip.
convenience a total unit distributed load of Column (13) and (14) give the x arms which is
17760 Ibs. will be assumed acting on the half the distance from the a.c. to the reference Y
wing and acting upward in the Z direction and axis. (See Fig. A5.38). Column 15 gives the
through the airfoil aerodynamic center. The M moment for each strip load and Column 16
spanwise distribution of this load will be ac the My moment at the various stations which
cording to the (C L ) lift coefficient spanwise
distribution. For simplicity in this example equals the summation of the strip moments as
it will be assumed constant. one progresses from station 240 to zero.
Table A5.1 shows the calculations in table Fig. A5.39 shows the results at station
form for determining the (Vz ) the wing shear in (0) as taken from Table A5.1.
the Z direction, the bending moment Mx or mo i51
ment about the X axis and My the moment about
the Y axis for a number of stations between the V z=17760/
sJ¢iy;~_o_x
wing tip station 240 and the centerline station
O. x
Column 1 of the table shows the number of
stations selected. Column 3 shows the CL/
CL CMy=214071 Fig. AS. 39
A5.11
TABLE A5.1
CALCULATION OF WING SHEAR Vz AND WING MOMENTS M" AND My
DUE TO TOTAL UNIT DISTRIDUTED HALF WING LOAD OF 17760 LBS.,
ACTING UPWARD IN Z DIRECTION AND APPLIED AT AERODYNAMIC
CENTERS OF WING SECTIONS. (See Figs. A5.37, 38 for Wing Layout)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
......
:g aU .s
8~"
0
c: ;g 8
.
0
CL .s .s 'c:" N "
I:! + 0
... ~'"....
;
a:a
e~
... r.. ...
..c:
~
I CL
Ratio,
og~
O'C:
..::I ..c:",•
§
~
~
iii
.c
d
'" 0
I:
p,
<l~
og...:
It>
'"
uo.
0
"'/li
a
g
00
a
g
'"0" ~~
"t" . ",u
u '"
.9'
" u
1;;3
...."
Q>
. a H 0
NS
p,
g '" '" '" Assumed OJ)
::rr C> ~~~ ~g <l~
....'0
• Q)
00 0.;':
c:u~ ..::I bIlu.c '" >  c:
Q", ..::I~ 8 N "
ct:" :al:.. " '"
°:alli
0I~
N8iO
.5l;
~12i
J B,s
" u
c..c: Unity. .!'LS..::I
§":'
~
"c ·t II IJ'" 0. ...
:':p'c
<1
:;<l ~a
<lu N
'0
• II
N
• ~'S aic ·a
H
N
.,..
•
II 8 ....
".
... Gl os:: <J II cIj
~N
P, >< '0 u P,'0 ~fI)"O
~i5~ UU ~~~ <.3
'" 01
<llll ~ II ,,'a~
"
N~
When the time comes to deSign the structural forces are the major forces. For the body load
makeup of a crosssection to withstand these analysis the direct air pressures are secondary,
applied shears and moments, the structural de the major forces being of a concentrated nature
signer may Wish to refer the forces to another in the form of loads or reactions from units
Y axis as for example one that passes through attached to the body, as the power plant, wing,
the shear center of the given section. This landing gear, tail, etc. In addition, since the
transfer of a force system With reference to an body usually serves as the load carrying medium,
other set of axes presents no difficulty. important forces are produced on the body in re
sisting the inertia forces of the weight of the
SHEARS AND MOMENTS ON AIRPLANE BODY interior equipment, installations, pay load etc.
A5.13 Introduction.
As in the case of the wing, a large part
The body of an airplane acts essentially as of the load analysis can be made without much
a beam and in some conditions of flight or land consideration as to the structural analysis of
the body. The load analysis of an airplane body
ing as a beam column which may be also subjected involves a large amount of calculation, and
to twisting or torsional forces. Thus to design
thus the treatment in this chapter must be of a
an airplane body requires a complete picture of simplified nature, and is presented chiefly for
the shearing, bending, twisting and axial forces the purpose of showing the student in general
which may be encountered in flight or landing.
In the load analysis for wings, the direct air how the problem of load analysis for an air
plane body is approached.
A5.12 BEAMS  SHEAR AND MOMENTS
A5.14 Design Conditions and Design Weights. A5.15 Body Weight and Balance Distribution.
The airplane body must be designed to with The resisting inertia forces due to the
stand all loads from specified flight conditions dead weight of the body and its contents plays
for both maneuver and gust conditions. Since an important part in the load analysis for the
accelerations due to air gusts vary inversely airplane body. When the initIal aerodynamic
as the airplane weight, it customary to analyze and general layout and arrangement of the air
or check the body for a light load condition for plane is made, it is neceBsary that a complete
flight conditions. In general, the design weight and balance estimate of the airplane be
weights are specified by the government agen made. This estimate is usually made by an en
cies. For landing conditions, however, the gineer from the weight control section of the
normal gross weight is used since it would be engineering department who has had experience
more critical than a lightly loaded condition. in estimatinp, the weight and distribution of
The general design conditions which are airplane units. This estimate which is pre
usually investigated in the design of the body sented in report form gives the weights and
are as follows: (e.g.) locations of all major airplane units
Flight Conditions: or installations as well as for many of the
minor units which make up these major airplane
H.A.A. (High angle of attack) assemblies or installations. This weight and
L.A.A. (Low angle of attack) balance report forms the basis for the dead
LL.A.A. (Inverted low angle of attack) weight inertia load analysis which forms an
I.H.A.A. (Inverted high angle of attack) important part in the load analysis of the air
plane body. The use of this weight and balance
The above conditions generally assume only
translational acceleration. In addition, it is estimate will be illustrated in the example
sometimes specified that the forces due to a problem to follow later.
certain angular acceleration of the airplane A5.16 Load Analysis. Unit Analysis.
about the airplane e.g. must be considered. Due to the many design conditions such as
The body is usually required to withstand
special tail loads both symmetrical and unsym those listed in Art. A5.14, the general pro
metrical which may be produced by air gusts, cedure in the load analysis of an airplane body
engine forces, etc. Also, the body should be is to base it on a series of unit analyses.
checked for forces due to unsymmetrical air The loads for any particular design condition
loads on the wing. then follows as a certain combination of the
unit results with the proper multiplying fac
Landing Conditions: tors. A simplified example problem follows
In general, the body is investigated for the which illustrates this unit method of approach.
following landing conditions. The detailed re A5.17 Example Problem lllustrating the Calculation of
qUirements for each condition are given in the Shears and Moments on Fuselage Due to Unit
government specifications for both military and Load Conditions.
commercial airplanes.
Fig. A5.40 and A5.41 shows a layout of the
Landplanes: Level landing. airplane body to b e used in this example prob
Level landing With side load. lem. It happens to be the body of an actual
Three point landing. airplane and the wing used in the previous ex
Three point landing with ample problem was the wing that went with the
ground loop. airplane.
+!~
Nose over or turn over
condition.
.~ 1:,1,y'~1~ne"=~
Arresting. (Usually for only
Navy Carrier based air 1
planes) • N'
QI
I 11'2"
Seaplanes or Boats: C.l
c:
Step landing With and Without ~ II
angular acceleration.
Bow landing. ~J, Fig.A5.40
.1
!1
Stern landing. I~. 27'2"
Two wave landing.
Beaching conditions.
Catapulting conditions (Navy
airplanes).
SpecIal Conditions or Forces:
Towing of airplane.
I
Front View I
Body supercharging. I I
~47., ' Fig. A5.41 I
20'  0 " '       _ .
A5.13
2 STATION
o 11 50 80 120 170 200 230 011 120 170 200 230 260 290
I
I I 1 I 'I I I
I
I I I I I
_ 
I
~ +5
I
I
Fig. A5.42. Location of weight items of Table A5. 3. Fig. A5.46. Weight items from Table A5. 3 acting in X direction.
o 11 50 80 120 170 200 230 290 011 50 80 120 170 200 230 290
I I I
I I I I 'I I I I I i I I I
I I I I I I I I 1.,.1_'...1 I I
~ ~lJ fgk
...f
...f
M
...f
Oan
N en
lit>co "" ...
il9
t 
I
... 0
L4"
h(ff ~,; L
8
65 ~52

130 LI0 .£..:10<:6
r6,; rp. fJ.,,~,,
I I
•5 U
I
I
I I I I I II! I I I I
Fig. A5.43. Weight items of Table A5. 3 acting in Z direction. Fig. A5. 47. Vertical distribution of fuselage dead weight.
011 120 170 200 230 290 50 80 120 170 200 230 260 290 315
I I ,
I I I I I I I I I I I I
I I I .,.1_'...1 I I
I I
l·rt· +!
1
I I
"
9# 520#" 312#" 30#" 10'# 10"# 3"# 0#
19# 80# 78# 65# 30# 9# .&80
3 # W4#
e65# .~5# t30~10~1~i;)0#
I I I I I
I I ! I I I I
Fig. A5.44. Results of fuselage weight distribution to stations. Fig. A5.48. Fuselage weight referred to X axis plus couples.
120 170 200 230 290 011 50 80 120 170 200 230 260 290 315
I I
I I I I I I I I I I I I I
.;r'I_'......I I I I I I.;r'I_'......I I I I
19 8 758 682 1650 490 10 27 ·2j4?
:3 C..,.388G307(~409(?311G76GI0 (+21 (1):]~O
I I I I
I I I! I I I
Fig. A5.45. Final weight distribution to station points. Fig. A5.49. Final weight distribution in X direction referred
to X axis plus proper couples.
A5 15
shows how the dead weight of 350* was distribu manner as to have the same resultant e.g. 10
ted to the various station points considering cation as the original weight system which is
the weights to be acting in the Z direction. illustrated in Fig. A5.46. Fig. A5.47 illus
Table A5.4 shows the results of this sta trates how the fuselage weight distributed
tion point weight distribution for the weight system as shown in Fig. A5.44 is distributed
items of Table A5.3. The values in the hori in the vertical direction at the various
zontal rows opposite each weight item shows the station points so that the moment of this sys
distribution to the various fuselage stations. tem about the X axis is equal to that of the
The summation of the weights in each vertical original fuselage weight of 350#. For con
column at each station point as given in the venience, these distributed fuselage weights
third horizontal row from the bottom of the can be transferred to the X axis plus a moment
table gives the final station point weight. as shown in Fig. A5.48.
These weights are Shown in Fig. A5.45 for Table A5.4 shows the vertical distribution
weights acting in the Z direction. The moment of the various items at the various station
of each total station load about the Z axis is points. The bottom horizontal row gives the
given in the second horizontal row from the moment about the X axes of the loads at each
bottom of Table A5.4. The summation of the station point, Which equals the individual
moments in this row must equal the total WX loads times their Z distances. The summation
moments of Table A5.3 or 219700"#. This check of the values in this horizontal row must equal
is shown in the last vertical column of Table the total wz moment of Table A5.3. This check
A5.4. is shown at the bottom of the last vertical
The distributed system must also be distri column. Fig. A5.49 shows the results as given
buted in the Z or vertical direction in such a in Table A5.4 for the weight distribution in
the X direction.
TABLE A5.4
,
.
I Powerplant group 1100 874 0 226 0 1100
Fuselae::e group "00 .0 4 ',. 0 00 0 0 0 ou >u >u 0 '.0 "00
4 a . eroup
5 I Surface contro s
10
85
'" ,4 "9 '4 110
73  4  4 85
6 Electrical s stern 130 82 4 48 4 130
•
9
Ta' whee l 2:roup
Furnishiruzs
"5
220 76 5 100 44 5
13 10 22 10
220
10 Radio 125 79 10 46 10 125
II Pilot 00 76 4 124 4 200
12 Student 200 105 4 95 4 200
Total w 2555 893 .02 388 .02 307 2.47 409 1. 67 311 5.3 76 6.45 10 1.0 21 13lO6 118 19.1 22 10 2555
Horizontal Moment = Z wx = 9820 19390 24550 49100 52800 15200 2300 5460 34200 6920 219700
Vertiea! Moment = Z wz= 19 8 758 682 1650 490 10 274 2249  220 5920
x : distance of station from z reference axis which is 5" forward of propeller.
z : distance above or below thrust line or x axis.
A5.18 Unit Analysis for Fuselage Shears and Moments. (1) Unit acceleration or load factor in Z
Since there are many flight and landing direction and acting up.
conditions, considerable time can be saved if a
unit analysis is made for the fuselage shears, (2) Unit acceleration or load factor in X
axial and bending forces. The design values in direction and acting forward.
general then follow as a summation of the values (3) Unit tail load normal to X axis acting
in the unit analysis times a proper multiplica down.
tion factor.
The loads on the fuselage in general con Unit analyses are also usually carried out
sists of tail loads, engine loads, wing re for engine thrust and engine torque, side load
actions, landing gear reactions if attached to on tail and angular acceleration, but to keep
fuselage and inertia forces due to the airplane the example calculations from becoming too
acceleration which may be due to both transla lengthy only the above 3 unit conditions will
tional and angular acceleration of the airplane. be carried out in detail. The others will be
For simpl1city, these loads can be resolved into discussed in detail in later paragraphs.
components parallel to the Z and X axes.
To illustrate the unit analysis procedure, Solution for Unit Load Factor in Z Direction.
a unit analysis for our example problem will be
carried out for the following unit conditions: Fig. A5.50 shows the dead weight loads
A5.16 BEAMS  SHEAR AND MOMENTS
o 161
230 ~  10 171  4830  9580
RF =1780 lb., RR = 775 lb. 1+++ 30   f     +     /
o 171
200 ~ 
 5130
76
14710
247
Table A5.5 gives the calculations for the 1     4    +      +   30 ++1
fuselage shears and bending moments at the var o 247
ious station points. 170 ~  311 558
 7410 22120
I+++ 50 +11
Sta.O 11 50 80 120 170 200 230 260 290 31,5 120 ~
o 558
27900 50020
 409 967
I:
I
:
I
i
I
I I
I
I
I
I I
I
:
o 967
4++1
116 ~
I I 1 1
 3868 53888
I I I,A'\ I \ I I) 775 192
I ~V \ 22)
+7619 118 ~ o
I.
I
893 388 307
~+tJ:: ~.
17"
409
20"
311
~ +
21
.+ ' 80 :  307
192
499  6912 60800
.1 '   ~_ • _0::_"
111+ 7 ++1
~I l ,~
73 ~
o 499
 3493 64290
... RH=O 1" 43" I, 1780 1281
P=:I RF=1780 RR=775 Fig. A5.50 1+++ 23   f     +     /
I o 1281
STA.73 STA.116 50 ~ +29463
 388
34827 893
11++ 39 ++1
Solution for Unit Load Factor in X Direction. o  893
11 ~  893 o +34827 o
Fig. A5.51 shows the panel point dead (3) Up on left and down on right side of a section is
weight distribution for loads acting in the X positive shear.
direction and aft, as taken from Table A5.4 or (6) Tension in upper fuselage portion is negative bending
Fig. A5.40. To place the fuselage in equili moment.
brium the wing reactions at points (A) and (B) (1) + refers to aft side of station.
will be calculated.  refers to forward side of station.
* M = M at previous station in col. 6 plus !:J.M in col. 5.
ZFx = 2555  RH = 0, hence RH = 2555 lb. (forward)
Take moments about point (A)
11 50 80 120 172 200 230 260 290 315
rnA = 2555 x 17 + 5920  43 RR = 0, oI I I I I I I
, I
I
hence RR m 1147.8 (up) III I I
I
I :
!,,~A<'I+.\
I I
I I
I I
I
I
I
(5920 equals the sum of the couples from Table 19 I Y8758 682 1650 490 10 274 2Z49
A5.4. ," (~93~,,~388(307 (409 (311(76 ~10 (21 C1lB~22
~ fB.
H=2555 220
ZF z =
1147.8  RF 0, = I ,'!::A
43" tOj' 
hence RF =
1147.8 lb. (down) i RF=1147.'8 IRR=1147.8 Fig. A5.51
STA.73 STA.116
Table A5.6 gives the calculations for the shears,
moments and axial loads for the loading of Fig.
A5.5l.
A5.17
0 0
Load or V = shear lIX = dist. LIM Moment
315 + 0 0
22 0
22
0
220 0
220 sta. Reaction =~ w between
= VlIx in. lbs.
25 w lbs. lbs. stations
290 + 0 22 0 220
0 0 0
118 140  2249  2029
30 + 0 0 0
315 0
260 + 0
21 0
140
161
0

0
274 0
 2029
 2303
 0 0 0
30
25
230 + 0 161 0  2303 + 0 0 0
0 0
 0 290 0
10 171 10
30
 2313  0 0 0
0 171 0  2313 12.5
200 + 0 0 0
76 247  490  2803 + 0 0 0
272.5 0
170 + 0 247 0
30
 2803
 100 100 0
311
0
558 0
 1650
0
 4453 17.5
50 + 0 100  1750
260  1750
120 + 0
 409 0
558
967 0

0
682 0
 4453
 5135
 0 100  1750
4 30
116+ 0 967  5135 + 0 100  4750
0 230  3000
0 1147.8 967 1147.8 0
36
 5135  0 100  4750
0 0 967 1147.8 41320 36185 30
80 +
307 0 1274 1147.8  758 0 35427 + 0 100
 3000
 7750
200
73 + 0 0 1274 1147.8 0
7
8035 43462
 0 100  7750
2555 1147.8 1281 0 43435 0 27 30
23 + 0 100 10750
170  3000
50 :
388
0
0
1281
 893 0
8
0 0
27
19  0 100
50
10750
39
11 + 893
0
 893
0
19
0
19 + 0 100 15750
120  5000
. 
0 0 0 0
0 100 15750
: 17 x (2555) : 43435 4
to refers to aft side of station + 0 100 16150
Col. 1  refers to forward side of station 116
 475.6 375.6  400 16150
Px is plus for tension in fuselage.
(Col. 9) M = M at previous station in Col. 9. plus II MI of col. 8 plus 36
lIM2 of col. 8 + 0 375.6  2629
80 13521
 0 375.6  2629
7
Solution for Unit Horizontal Tail Load Acting Down. + 0 375.6 0
73 2629
 375.6 0 0
The fuselaga shears and moments will be 23
computed for a unit tail load of 100 lb. on the + 0 0 0
50
tail acting in the Z direction, with balancing  0 0 0
39
reactions at the wing attachment points. The + 0 0 0
center of pressure on the horizontal tail is at 11
 0 0 0
station 277.5. Fig. A5.52 shows the fuselage
loading. To find wing reactions at (A) and (B): (Col. 6) =M =M at previous station in Col. 6 plus
1I M in Col. 5.
ZMA = 100 x (277.5  73)  43 RR = 0,
hence RR = 475.6# (up)
CALCULATION OF APPLIED FUSELAGE SHEARS,
  100 + 475.6  RF  0,
~Fz
MOMENTS AND AXIAL LOADS FOR A SPECIFIC
hence RF = 375.6# (down)
FLIGHT CONDITION.
Table A5.7 gives the detailed calculations
for the shears and moments at the various sta Using the reSUlts in Tables A5.5, A5.6, and
tion points. A5.7, the applied shears and moments for a given
o 11 50 80 120 170 200 230 flight condition follow as a matter of propor
II I I , I I I tion and addition. To illustrate, the applied
I I values for one flight condition will be given.
I' I I I : It will be assumed that the aerodynamic
II L.rt:.,.I I I
calculations for this airplane for the (H.A.A.)
high angle of attack condition gave the follow
ing reSUlts, which the student will have to
accept without knowledge of how they were
obtained.
RF=375.6 RR=475.6
Fig. A5.52
STA.73 STA.116
A5.18 BEAMS  SHEAR AND MOMENTS
TABLE A5.8
L
Col. 3  1. 333 x values in column 5 of Table A5.6.
Col. 4  1.10 x values in column 3 of Table' AS. 7.
Col. 5  column (1) .. column (2) .. column (3).
Col. 6  6 x values in column 6 of Table A5.5. Landing with Angular Accelerati~g
Col. 7  1. 333 x values in column 9 of Table AS.6.
Col. 8
Col. 9


1.10 x values in column 6 of Table A5.7.
columns (6) • (7) • (8).
In a level landing condition, it is some
Col.IO  1. 333 x values in column (4) of Table A5.6. times specified that the horizontal component
of the ground reaction must be a certain pro
A5.19 Example of Fuselage Shears and Moments for
portion of the vertical component, which causes
Landing Conditions. the line of action of the ground reaction R in
Fig. A5.53 illustrates the airplane in a Fig. A5.53 to not pass through the c.g. of the
level landing condition. The ground reaction is airplane, which creates an external pitching
assumed to pass the center of landing gear wheel moment on the airplane. This moment is us
and e.g. of airplane. The fuselage shears, mo ually balanced by the inertia forces due to
ments and axial loads are reqUired when the the angular acceleration produced by the un
vertical ultimate load factor is 7. (Gross balanced moment about the C.g. The shears and
weight = 4300#). moments on the fuselage due to t his external
moment could be found as explained in Art.
SOLUTION: A5.20.
The vertical or Z component of the ground A5.20 Inertia Loads Due to Angular Acceleration.
reaction R is specified as 7 load factors which In some of the flying conditions, it is
equals 7 x 4300 =
30100.. One half of this is sometimes specified that the airplane must be
acting on each wheel. subjected to an angUlar acceleration as well as
The horizontal or X component of R is 30100 translational acceleration. This angular ac
tan 23° =
425 x 30100 12800# and acting aft. = cele~ation of the airplane produces inertia
The horizontal load factor on airplane forces which must be calculated if the air
equals 12800/4300 = 2.98. plane is to be treated as a body in static
A5.19