In this paper, we consider a method for determining the feasibility of using a wing strut and non-retractable landing gear on a light multi-purpose aircraft. In a certain range of cruising speeds and flight ranges, it is advisable to use non-retractable landing gear and wing strut. With an increase in cruising speed and flight range, these engineering solutions must be abandoned to improve aerodynamic characteristics. The dependencies obtained in this work make it possible to make decisions on the use of a wing strut and non-retractable landing gear at the early design stages. To obtain aerodynamic characteristics in the Siemens NX program, a three-dimensional model of a light multi-purpose aircraft was created and an aerodynamic experiment was performed in the FloEFD program. Then the calculation of flight performance was carried out. As a result of the study, the dependence of the speed up to which it is advisable to use the undercarriage strut and fixed landing gear on the flight range for a light multi-purpose aircraft weighing 2000 kg was obtained. When designing an aircraft, it is necessary to make decisions about the use of one or another engineering solution, which, on the one hand, has a positive effect on aerodynamics and negatively on the weight of the aircraft, and vice versa. In this article, using the example of a wing strut and fixed landing gear in the first version of the aircraft, and a cantilever wing and retractable landing gear in the second version, a model for solving such a problem is shown.
A modern gas turbine engine, in the layout of the designed aircraft, allows us to consider fundamentally different placement options. The contradictory influence of the type, number and location of engines on the safety and efficiency of flight leads to the need to study these tasks at the early stages of design. This article discusses an approach to determining the optimal position of engines by wingspan at the stage of preliminary design. The calculation features consist in taking into account various factors: strength, for different design cases, mass-inertial, operational-technological and others. In the course of the study, the aircraft wing power set was simulated with its subsequent calculation in the NX system. As a result of the study, the optimal arrangement of engines for a four-engine aircraft with known geometric characteristics of the wing and its shape was obtained. An approach is shown, as a result of which it is possible to determine the optimal position of the engines, both in terms of the magnitude of bending moments in the root part of the wing and moments of inertia. The same method can be used to prove or correct the already accepted position of the engines on the designed aircraft.
Nowadays, the degree of structural integrity is as important as the specific load bearing capacity. An integral product can be called a product obtained by combining structural elements of different configurations and functional purposes into a single object that does not contain joints. The concept of “integral”, obviously, is synonymous with the concept of “monolithic”. However, the word “monolithic” is traditionally identified with a massive structure, in which all fragments have the same order of measurement. The very concept of “degree of integration” is very conditional, since now there is no clear methodology for its assessment in quantitative terms. Issues related to the design, manufacture and operation of such products should be addressed in a comprehensive manner based on design solutions, technological capabilities, as well as data obtained as a result of strength calculations. In this paper strength calculations were made for metal and composite panels. Besides, composite panel has integral design. Production specifics of integral composite structures as well as advantages and disadvantages.
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