13 Schrenk’s Approximation Method

The first objective of structural design is to estimate the loads acting on

different components on the aircraft. Starting with design of wing, the

aerodynamic lift is a major load that acts on the wings. The Schrenk′s curve is a

conventional approximation of the aerodynamic lift distribution proposed by

Dr. Ing Oster Schrenk in 1940, as the theoretical approach, it takes the average lift

per unit span between planform lift and elliptical lift.

Since a part of wing will get into the fuselage, it will not produce any lift. Since

fuselage diameter is 6.359m. Hence, 3.2m from one half span of the wing will be

ineffective. So we can assume lift as zero from 0 to 3.2m.

Elliptic Lift:

𝑊𝑦 = 0 𝑓𝑜𝑟 0 ≤ 𝑦 ≤ 3.2 𝑚

𝑓𝑜𝑟 3.2 ≤ 𝑦 ≤ 28.8915 𝑚

Trapezoidal Lift

𝑊𝑦 = 0 𝑓𝑜𝑟 0 ≤ 𝑦 ≤ 3.2 𝑚

𝑓𝑜𝑟 3.2 ≤ 𝑦 ≤ 28.8915 𝑚

𝐸𝑙𝑙𝑖𝑝𝑡𝑖𝑐𝑎𝑙 𝑙𝑖𝑓𝑡+𝑇𝑟𝑎𝑝𝑒𝑧𝑜𝑖𝑑𝑎𝑙 𝑙𝑖𝑓𝑡
Mean Lift Distribution =
2

where, L = Total lift = Aircraft′s gross weight in N = 4555410.526 N,

1
b = Span of wing in m, λ = Taper ratio of wing, d = Fuselage diameter in m, y =
Distance of station in wing, measured from wing root to tip, y = 0 is Wing root
and y = b/2 is Wing tip.

The Elliptical lift, Trapezoidal lift and span-wise lift for different locations of the
wing has been calculated by using the above formula.

Spanwise location Elliptical Lift Trapezoidal Lift mean lift distribution

Original Effective
3.2 0.8 99810.78928 110404.0753 105107.4323
4 1.6 99461.52754 108649.5288 104055.5282
4.8 2.4 99032.97935 106866.1798 102949.5796
5.6 3.2 98524.1101 105052.5614 101788.3358
6.4 4 97933.66774 103207.078 100570.3728
7.2 4.8 97260.16665 101327.9883 99294.07748
8 5.6 96501.86781 99413.38687 97957.62734
8.8 6.4 95656.7546 97461.18081 96558.9677
9.6 7.2 94722.50336 95469.06327 95095.78331
10.4 8 93696.44774 93434.48141 93565.46457
11.2 8.8 92575.53527 91354.59809 91965.06668
12 9.6 91356.27442 89226.24539 90291.2599
12.8 10.4 90034.66974 87045.86804 88540.26889
13.6 11.2 88606.14182 84809.45359 86707.7977
14.4 12 87065.42779 82512.44569 84788.93674
15.2 12.8 85406.45642 80149.63486 82778.04564
16 13.6 83622.18972 77715.01942 80668.60457
16.8 14.4 81704.41948 75201.62578 78453.02263
17.6 15.2 79643.50223 72601.27268 76122.38745
18.4 16 77428.00828 69904.25645 73666.13236
19.2 16.8 75044.2484 67098.92209 71071.58525
20 17.6 72475.62145 64171.06529 68323.34337
20.8 18.4 69701.69242 61103.076 65402.38421
21.6 19.2 66696.85061 57872.67206 62284.76133
22.4 20 63428.28683 54450.95451 58939.62067
23.2 20.8 59852.81107 50799.27876 55326.04491
24 21.6 55911.57439 46863.92 51387.74719
24.8 22.4 51520.70498 42566.26919 47043.48709

2
 25.6 23.2 46553.14885 37782.90021 42168.02453
26.4 24 40798.79934 32298.7279 36548.76362
27.2 24.8 33858.85588 25668.42612 29763.641
28 25.6 24755.52361 16568.89781 20662.21071
28.8915 25.712 0 12400.41152 6200.205761
Table 13.1: Span-wise Lift Distribution

The lift distribution versus the spanwise location graph has been plotted for the

elliptic lift, Trapezoidal lift and the mean lift distribution of the aircraft. From those

graphs, the Schrenk curve has been plotted. Schrenk curve is the curve which

combines the graphs of the elliptical, trapezoidal and the span wise lift distribution

versus the spanwise location.

ELLIPTICAL LIFT DISTRIBUTION

120000
Lift Distribution ()N/m

100000
80000
60000
40000
20000
0
0 5 10 15 20 25 30 35
Spanwise location (m)

Figure 13.1: Elliptic Lift Distribution

TRAPEZOIDAL LIFT DISTRIBUTION

120000
Lift Distribution ()N/m

100000
80000
60000
40000
20000
0
0 5 10 15 20 25 30 35
Spanwise location (m)

Figure 13.2: Trapezoidal Lift Distribution

3
 MEAN LIFT DISTRIBUTION
120000

Lift Distribution ()N/m 100000

80000

60000

40000

20000

0
0 5 10 15 20 25 30 35
Spanwise location (m)

Figure 13.3: Mean Lift Distribution

SCHRENK CURVE
120000
Lift Distribution ()N/m

100000
80000
60000
40000
20000
0
0 5 10 15 20 25 30 35
Spanwise location (m)

ELLIPTICAL LIFT TRAPEZOIDAL LIFT MEAN LIFT DISTRIBUTION

Figure 13.4: Schrenk’s Curve

4
 14 Shear Force Diagrams
The ribs, spars and stringers in a wing are subjected to shear forces and bending

moments. In order to design the spar and stringers inside the wing, an estimate of

shear force and bending moment at different station along the span is required.

Shear Force Diagram

The shear force at a station is estimated by strength of materials approach,

treating half wing as a cantilever beam with lift, structural weight, fuel weight,

powerplant weight and landing gear weight acting as applied loads. The shear flow

at a section is taken as positive if the element to the right of the section moves

down while the beam bends due to the corresponding load. The calculated shear

force functions are given below, (for calculation purpose Wing tip is considered as

0 but while plotting wing root will be considered as zero).

Shear Force due to Elliptic Lift:

𝑉𝑦 = (𝑉𝑦 )𝑦=25.712
25.712 ≤ 𝑦 ≤ 28.8915 𝑚
0 ≤ 𝑦 ≤ 25.712 𝑚

Shear Force due to Trapezoidal Lift:

𝑉𝑦 = (𝑉𝑦 )𝑦=25.712
25.712 ≤ 𝑦 ≤ 28.8915 𝑚

0 ≤ 𝑦 ≤ 25.712 𝑚
where, y is the distance to a station in wing, measured from wing
tip to root, y = 0 at wing tip and y = b/2 at wing root.

L = Total lift = Aircraft′s gross weight in N = 4555410.526 N, b = Span of wing

in m, λ = Taper ratio of wing, d = Fuselage diameter in m.

5
Shear Force due to Wing Structure:

Loading due to Wing structure.

Shear force due to Wing structure

where, ρAl = Weight density of Aluminium = 26585.1 N/m2. kA

is the constant to estimate

(t/c)max is the maximum thickness to chord ratio of the airfoil cr is the root chord

in m. y is the distance to a station in wing, measured from wing tip to root, y = 0

at wing tip and y = b/2 at wing root. λ is the Taper ratio of wing. Using the

conditions, Vy = W/2 at y = b/2, we get

= 0.0467

where, W is the Structural weight of Full wing in N = 749595.4 N (from Chapter 8)

The wing structure inside the fuselage is considered to have zero contribution in
the

SFD. Hence the shear force due to structure becomes,

𝑉𝑦 = (𝑉𝑦 )𝑦=25.712 25.712 ≤ 𝑦 ≤ 28.8915 𝑚
0 ≤ 𝑦 ≤ 25.712 𝑚

The engine and landing gear weights are taken as point loads and the fuel weight

is taken as uniformly distributed load. The SF due to these loading are calculated

at different stations and plotted. The total SF is also calculated and plotted.

6
Shear Force due to Engine:

Point load of 81256.23 N at 19.2426 m from wing tip. (At,9.621 m from wing root)

Vy = 81256.23 N for 19.2 m ≤ y ≤ 28.8915 m

Vy = 0 for 0 m ≤ y ≤ 19.2 m

where. y is the distance to a station in wing, measured from wing tip to root.

Shear Force due to Fuel:

Uniformly distributed load of 36609.059 N/m from 5.82m to 19.3m from wing tip.

Vy =36609.059 ∗(y - 5.82) for 5.82 m ≤ y ≤19.3 m

Vy = 0 for 0 m ≤ y ≤ 5.82 m

where. y is the distance to a station in wing, measured from wing tip to root.

Shear force check

The shear force at the fixed end should be equal and opposite to the reaction force

at the support.

Shear force at fixed end = (L/2) - (Engine weight + Exposed Half-Wing structure
weight + Fuel weight)

SF due to Mean lift, SF without lift, SF with lift and Total Shear force values are

tabulated and plotted below.

7
 Figure 14.1: Shear Force Table

The various graphs are plotted between Shear force of various components

along the wing span location.

8
 SF due to Elliptic Lift
500000

0
0 5 10 15 20 25 30 35

Shear Force (N)

-500000

-1000000

-1500000

-2000000

-2500000
Wing Span (m)

Figure 14.2: Shear force due to Elliptical Lift Distribution

SF due to Trapezoidal Lift

0
0 5 10 15 20 25 30 35

-500000
Shear Force (N)

-1000000

-1500000

-2000000
Wing Span (m)

Figure 14.3: Shear force due to Trapezoidal Lift Distribution

SF due to Mean Lift

500000

0
0 5 10 15 20 25 30 35
Shear Force (N)

-500000

-1000000

-1500000

-2000000

-2500000
Wing Span (m)

Figure 14.4: Shear force due to Mean Lift Distribution

9
 SF due to Wing Structure
100000

80000

Shear Force (N)

60000

40000

20000

0
0 5 10 15 20 25 30 35
Wing Span (m)

Figure 14.5: Shear force due to Wing Structure

SF due to Engine
100000

80000
Shear Force (N)

60000

40000

20000

0
0 5 10 15 20 25 30 35
-20000
Wing Span (m)

Figure 14.6: Shear force due to Engine

SF due to Fuel
800000
700000
600000
Shear Force (N)

500000
400000
300000
200000
100000
0
0 5 10 15 20 25 30 35
-100000
Wing Span (m)

Figure 14.7: Shear force due to Fuel storage

10
 SF without Lift
900000
800000
700000

Shear Force (N)

600000
500000
400000
300000
200000
100000
0
0 5 10 15 20 25 30 35
Wing Span (m)

Figure 14.9: Shear force due to without Lift Distribution

Total Shear Force

200000

0
0 5 10 15 20 25 30 35
-200000
Shear Force (N)

-400000

-600000

-800000

-1000000

-1200000
Wing Span (m)

Figure 14.10: Total Shear Force on Wing

11
 15 Bending Moment Diagrams
Bending Moment due to Elliptic Lift:
0 ≤ 𝑦 ≤ 25.712 𝑚

Bending Moment due to Trapezoidal Lift:

0 ≤ 𝑦 ≤ 25.712 𝑚

where, ,y is the distance to a station in wing,

measured from wing tip to root, y = 0 at wing tip and y = b/2 at wing root.

L = Total lift = Aircraft′s gross weight in N = 4555410.526 N, b = Span of wing

in m, λ = Taper ratio of wing, d = Fuselage diameter in m.

Bending Moment due to Wing Structure:

where, 𝜌𝐴𝑙 = Weight density of Aluminium = 26585.1 N/m2. kA

is the constant to estimate

(t/c)max is the maximum thickness to chord ratio of the airfoil cr is the root chord
in m. y is the distance to a station in wing, measured from wing tip to root, y = 0
at wing tip and y = b/2 at wing root. λ is the Taper ratio of wing.

The engine and landing gear weights are taken as point loads and the fuel weight

is taken as uniformly distributed load. The BM due to these loading are calculated

at different stations and plotted. The total BM is also calculated and plotted.

12
Bending Moment due to Engine:

Point load of 81256.23 N at 19.2426m from wing tip. (At, 9.621 m from wing root)

My = 81256.23 ∗ (19.2426 − y) N – m for 19.2 m ≤ y ≤ 28.8915 m

My = 0 for 0 m ≤ y ≤ 19.2 m

where. y is the distance to a station in wing, measured from wing tip to root.

Bending Moment due to Fuel:

Uniformly distributed load of 36609.059 N/m from 5.82m to 19.3m from wing tip.

My =- 36609.059 ∗( (5.82-y)2/2) for 5.82 m ≤ y ≤19.3 m

My = 0 for 0 m ≤ y ≤ 5.82 m

where. y is the distance to a station in wing, measured from wing tip to root.

Bending Moment check

Bending moment at y = Area of Shear force diagram from y=0 to y

Thus, the approximate area of the shear force diagrams are calculated at all the

sections and verified to be almost same as the bending moment calculated from

the loading. The bending moments (BM) at the root as calculated from shear force

diagram and from the loading are shown below BM due to Mean lift, BM without

lift, BM with lift and Total Bending Moment values are tabulated and plotted.

13
 Figure 15.1: Bending Moment Table

The various graphs are plotted between Bending Moment of various

components along the wing span location.

14
 BM due to Elliptic Lift
25000000

Bending Moment (Nm)

20000000

15000000

10000000

5000000

0
0 5 10 15 20 25 30 35
Wing Span (m)

Figure 15.2: Bending Moment due to Elliptical Lift Distribution

BM due to Trapezoidal Lift

25000000
Bending Moment (Nm)

20000000

15000000

10000000

5000000

0
0 5 10 15 20 25 30 35
Wing Span (m)

Figure 15.3: Bending Moment due to Trapezoidal Lift Distribution

BM due to Mean Lift

25000000
Bending Moment (Nm)

20000000

15000000

10000000

5000000

0
0 5 10 15 20 25 30 35
Wing Span (m)

Figure 15.4: Bending Moment due to Mean Lift Distribution

15
 BM due to Wing Structure
500000

Bending Moment (Nm)

0
0 5 10 15 20 25 30 35
-500000

-1000000

-1500000

-2000000
Wing Span (m)

Figure 15.5: Bending Moment due to Wing Structure

BM due to Engine
100000

0
Bending Moment (Nm)

0 5 10 15 20 25 30 35
-100000

-200000

-300000

-400000

-500000

-600000
Wing Span (m)

Figure 15.6: Bending Moment due to Engine

BM due to Fuel
1000000
0
Bending Moment (Nm)

-1000000 0 5 10 15 20 25 30 35

-2000000
-3000000
-4000000
-5000000
-6000000
-7000000
-8000000
Wing Span (m)

Figure 15.7: Bending Moment due to Fuel storage

16
 BM without Lift
1000000
0
-1000000 0 5 10 15 20 25 30 35

Bending Moment (Nm)

-2000000
-3000000
-4000000
-5000000
-6000000
-7000000
-8000000
-9000000
-10000000
Wing Span (m)

Figure 15.9: Bending Moment without Lift Distribution

Total Bending Moment

14000000

12000000
Bending Moment (Nm)

10000000

8000000

6000000

4000000

2000000

0
0 5 10 15 20 25 30 35
Wing Span (m)

Figure 15.10: Total Bending Moment

17
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[3] E Rathakrishnan. Gas Tables (Revised). Universities Press, 2004.

[4] Daniel Raymer. Aircraft design: a conceptual approach. American Institute of Aeronautics and
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