China Flanker Thread II
- Thread starter sumdud
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Makes sense. The upward force, 9 G, gives large compression in the upper side of the wing. The maximum in the other direction, -3 G, gives a much lower compression in the underside of the wing. It thus is much easier to realise the underside of the wing in composite than the upper side.
SinoSoldier
Colonel
Does it matter what side of the wing the composites are applied to? Stress exerted by acceleration transmits throughout the entire thickness of the airfoil.
The wing bends due to the air force. When the wing bends upwards it cause compression in the upper wing skin and that is more important than acceleration. That is the way the wing resist bending.
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SinoSoldier
Colonel
I understand your point, but doesn't the force get transmitted throughout the entire wing rather than only partially through its thickness? I mean, whatever force exerted to the wing would be transmitted (mostly, at least) to the composites on the other face of the wing.
Don't forget the wing is a tridimensional body. When one side elongate, the other suffers a shortening. If you fit stronger composites in the upper side, it will be less bend prone than if you use a more ductile metal.
It's not time already for a 3rd Flanker thread?
We're above the 560 pages.
We're above the 560 pages.
The wing is largely hollow, fit to be filled with fuel. So imagine it as a box, the wing box. Then bend the wing box: The strain is largest at the outside of a wing box: at the upper and lower skins.
Hi Deflt, the J10B/C has a large proportion of the upper wing in composite and vaguely remember possibly the same under wing. Please see Sinosoldier and Dieno's post on the J10 thread. Is this because the J10 B/C is a more advance aircraft and we will probably see the same amount of composites in the J11D. From a layman point of view, the one thing I had observed is the increasing amount of composites used with each subsequent model upgrade and this is a good sign.
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