40818
Aerospace
- Sep 6, 2005
- 459
Right, once and for all i seek consenus on a grey area which will no doubt provide debate.
For a simple engineering theory of bending, what would you take as an allowable deflection for a give thickness, radius of curvature, etc.
I have read of values from 0.5t through to 2t in various books, but i do not know where they get these values from. As far as i'm aware, Timoshenko's Strength of Materials Chapter V shows that it is related to the radius of curvature rather than thickness. So you can have deflections in the order of say 10 times the thickness and the values you calculate using MY/I will be reasonable as long as the radius of curvature is large compared to the inital beam dimensions.
Though the whole theory tends to turn to mush when we consider short deep beams that tend to dominate primary aircraft structure.
Any ideas on the acceptable limitations and whats been approved before? And this just shouldn't be resticted to aero, but engineering as a whole.
Comments please.
For a simple engineering theory of bending, what would you take as an allowable deflection for a give thickness, radius of curvature, etc.
I have read of values from 0.5t through to 2t in various books, but i do not know where they get these values from. As far as i'm aware, Timoshenko's Strength of Materials Chapter V shows that it is related to the radius of curvature rather than thickness. So you can have deflections in the order of say 10 times the thickness and the values you calculate using MY/I will be reasonable as long as the radius of curvature is large compared to the inital beam dimensions.
Though the whole theory tends to turn to mush when we consider short deep beams that tend to dominate primary aircraft structure.
Any ideas on the acceptable limitations and whats been approved before? And this just shouldn't be resticted to aero, but engineering as a whole.
Comments please.