Case Study

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FE Modelling & Str uctural Analysis of the Ecolight Air craf t

Yasar Deger, Daniel Kistler, HSR, University of Applied Sciences, Rapperswil, Switzerland

Figure 2: The load bearing frame of the aircraft (above) and its FE model (below).

Introduction
he design proof of an aircraft, which you can pilot yourself, is certainly an exciting task for a prospective engineer. A student in Rapperswil recently examined a modern 2-seat airplane (Figure 1), currently being developed by Light Wing Ltd, Stans, Switzerland, within the framework of his diploma project. For this purpose several FE simulations were performed using MSC.Marc. They cover a great number of structural members of the airplane as well as a full spectrum of specific load cases. Accordingly, the FE models and analysis types exhibit a rather wide range and diversity. Selected results of this investigation are presented here briefly in terms of stresses and displacements. Some potential structural improvement measures for individual components are discussed also.

consumption. Indeed, it is possible, to produce them to competitive prices, comparable to those of luxury cars. Within this context, a Swiss 2-seat airplane of the category ecolight is currently under construction and will be ready for the market in a few years. The aircraft, named Lightwing AC4, designed for a take-off weight of 560 kg, consists of aluminium alloys and fulfils the criteria of lightweight construction. With its innovative space concept, a maximum speed of 210 km/h and a modest thirst of only 8 10 l/h the AC4 is certainly a smart and attractive air transport vehicle alternative for many prospective pilots.

Figure 3. The proper simplification of attachments suitable for FE modelling is a challenge for each FE analyst. Figure 1. The Swiss ecolight aircraft currently in development.

Background
The technology of small size conventional airplanes commercially available today for civil usage is roughly 50 years old. There is a substantial need for new, environmentally friendly products which use the benefits of new materials as well as of modern design concepts and thereby reduce the maintenance costs and fuel Page 30

Gathering the Geometr y Data

Due to the fact that the prototype to be analysed was rather a product of handicraft then based on detailed design drawings, the first aspect of the work was to perform measurements on site to collect geometric data and to interview the designer. Also the material selection of individual components and details of their connection were recorded during this step.

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Case Study

Load Cases
The main load cases analysed are 4g and 6g in flight, landing with 4g, impact on the runway falling from different heights. In addition to these several calculations have been performed which concern eigenfrequency analysis, buckling analysis, strength proofs of selected bolts and rivets, a rough estimate of gyroscopic effects on the engine mount during rolling turn or spiraling, etc.

FE modelling and analysis procedure

The overall FE model of the aircraft built subsequently is shown in Figure 2. It contains elements of type beam and truss only. The challenge was to create a model as simple as possible but not simpler (Figure 3). To analyse local stresses and deformations the following components were modelled in detail (Figures 4 and 5): Central tube Top brace Pillars Shock struts Nose wheel Engine mount Wings with truss and beam members Crossbeam Chassis Vertical tail Seat carrier Horizontal tails

Figure 5. Vertical and horizontal tails with their fasteners to the central tube (above) and the FE model of the left hand side horizontal tail (below).

Figure 6. The frame structure of the aircraft exhibits 25 eigenfrequencies within the range of 1.5 to 100 Hz. The eigenmode # 15 (78.8 Hz) is shown here as an example.

Figure 4. Crossbeam with its fasteners made of titanium compared with its FE model counterpart, built of shell elements.

The main difficulty was the limited number of available references and design guides related to the task [1]. The FE simulations have been performed using MSC.Marc. The plausibility of the FE analysis results were checked, whenever possible, by means of simplified hand calculations, i.e. based on a comparison between the elastic energy absorption capability of the shock struts with the potential energy, lost as a result of the hypothetical fall on the runway. Page 31

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R esults / Discussion
The maximum von Mises equivalent stress, obtained in the rear tubes of the wings for the load case 4g, amounts to 112 N/mm2. The maximum vertical displacement of the wing under the same load case reaches 78 mm. The stresses are increased at 6g proportionally, as expected, but still remain below the elastic limit of 180 N/mm2 of the specific aluminium alloy. The plots in Figures 6 to 9 illustrate some typical results of the analysis. The dynamic characteristics of the aircraft in terms of eigenfrequencies are compared with the rotational speed of the engine and judged to be acceptable. The crash on to the runway seems to be the most significant load case leading to some suggested modifications: Further reduction of the overall mass using, for instance, carbon fibre reinforced plastics (composites) for individual components Use of shock absorbers, integrated in the shock struts Design modification in the shock struts (smaller inner diameter, shape optimisation of the cross section, use of other materials with higher strength, etc.) These will be considered in the next steps. In addition, some attachments between the components will be subject to a more detailed analysis.

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Figure 9. High stresses in the shock struts occurring upon a moderate crash (fall on the runway from a height of 0.5 m).

R eferences
[1] Bekanntmachung von Lufttchtigkeitsforderungen fr aerodynamisch gesteuerte Ultraleichtflugzeuge, LTF-UL, January 30, 2003 Deutscher Aero Club E.V., Germany, www.daec.de [2] FE-Modellierung & Strukturanalyse des EcolightPassagierflugzeuges Light-wing AC4 mit anschliessender Untersuchung konstruktiver Optimierungs-mglichkeiten, Daniel Kistler, Diplomarbeit 2003, HSR, Rapperswil, Switzerland, www.hsr.ch [3] Die Methode der Finiten Elemente, Yasar Deger, 2002, 2. Ed., Expert Verlag, Renningen, www.expertverlag.de

Figure 7. Von Mises stresses in the crossbeam and partly in central tube at 4g.

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Figure 8. Distribution of von Mises stresses in the horizontal and vertical tails at 6g.

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