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CAAM 3 Report
3rd Technical Report On Propulsion System and Auxiliary Power Unit (APU) Related Aircraft Safety Hazards A joint effort of The Federal Aviation Administration and The Aerospace Industries Association March 30, 2017 Questions concerning distribution of this report should be addressed to: Federal Aviation Administration Manager, Engine and Propeller Directorate. TABLE OF CONTENTS Page Table of Contents iii List of Figures v I. Foreword 1 II. Background 1 III. Scope 2 IV. Discussion 3 V. Relationship to Previous CAAM Data 7 VI. General Notes and Comments 8 VII. Fleet Utilization 11 VIII. CAAM3 Team Members 12 IX. Appendices List of Appendices 13 Appendix 1: Standardized Aircraft Event Hazard Levels and Definitions 14 • General Notes Applicable to All Event Hazard Levels 19 • Rationale for Changes in Severity Classifications 19 • Table 1. Historical Comparison of Severity Level Descriptions and Rationale for CAAM3 Changes 21 Appendix 2: Event Definitions 39 Appendix 3: Propulsion System and Auxiliary Power Unit (APU) Related Aircraft Safety Hazards (2001 through 2012) 44 • Uncontained Blade 44 • Uncontained Disk 50 • Uncontained – Other 56 iii • Uncontained – All Parts 62 • High Bypass Comparison by Generation 63 • Relationship Among High Bypass Fleet 64 • Case Rupture 66 • Case Burnthrough 69 • Under-Cowl Fire 72 • Strut/Pylon Fire 76 • Fuel Leak 78 • Engine Separation 82 • Cowl Separation 85 • Propulsion System Malfunction Recognition and Response (PSMRR) 88 • Crew Error 92 • Reverser/Beta Malfunction – In-Flight Deploy 96 • Fuel Tank Rupture/Explosion 99 • Tailpipe Fire 102 • Multiple-Engine Powerloss – Non-Fuel 107 • Multiple-Engine Powerloss – Fuel-Related 115 • Fatal Human Ingestion / Propeller Contact 120 • IFSD Snapshot by Hazard Level – 2012 Data Only 122 • RTO Snapshot by Hazard Level – 2012 Data Only 123 • APU Events 123 • Turboprop Events 124 • Matrices of Event Counts, Hazard Ratios and Rates 127 • Data Comparison to Previous CAAM Data 135 [ The following datasets which were collected in CAAM2 were not collected in CAAM3. -
Airspeed Indicator Calibration
TECHNICAL GUIDANCE MATERIAL AIRSPEED INDICATOR CALIBRATION This document explains the process of calibration of the airspeed indicator to generate curves to convert indicated airspeed (IAS) to calibrated airspeed (CAS) and has been compiled as reference material only. i Technical Guidance Material BushCat NOSE-WHEEL AND TAIL-DRAGGER FITTED WITH ROTAX 912UL/ULS ENGINE APPROVED QRH PART NUMBER: BCTG-NT-001-000 AIRCRAFT TYPE: CHEETAH – BUSHCAT* DATE OF ISSUE: 18th JUNE 2018 *Refer to the POH for more information on aircraft type. ii For BushCat Nose Wheel and Tail Dragger LSA Issue Number: Date Published: Notable Changes: -001 18/09/2018 Original Section intentionally left blank. iii Table of Contents 1. BACKGROUND ..................................................................................................................... 1 2. DETERMINATION OF INSTRUMENT ERROR FOR YOUR ASI ................................................ 2 3. GENERATING THE IAS-CAS RELATIONSHIP FOR YOUR AIRCRAFT....................................... 5 4. CORRECT ALIGNMENT OF THE PITOT TUBE ....................................................................... 9 APPENDIX A – ASI INSTRUMENT ERROR SHEET ....................................................................... 11 Table of Figures Figure 1 Arrangement of instrument calibration system .......................................................... 3 Figure 2 IAS instrument error sample ........................................................................................ 7 Figure 3 Sample relationship between -
The Effects of Design, Manufacturing Processes, and Operations Management on the Assembly of Aircraft Composite Structure by Robert Mark Coleman
The Effects of Design, Manufacturing Processes, and Operations Management on the Assembly of Aircraft Composite Structure by Robert Mark Coleman B.S. Civil Engineering Duke University, 1984 Submitted to the Sloan School of Management and the Department of Aeronautics and Astronautics in Partial Fulfillment of the Requirements for the Degrees of Master of Science in Management and Master of Science in Aeronautics and Astronautics in conjuction with the LEADERS FOR MANUFACTURING PROGRAM at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY June 1991 © 1991, MASSACHUSETTS INSTITUTE OF TECHNOLOGY ALL RIGHTS RESERVED Signature of Author_ .• May, 1991 Certified by Stephen C. Graves Professor of Management Science Certified by A/roJ , Paul A. Lagace Profes s Aeron icand Astronautics Accepted by Jeffrey A. Barks Associate Dean aster's and Bachelor's Programs I.. Jloan School of Management Accepted by - No U Professor Harold Y. Wachman Chairman, Department Graduate Committee Aero Department of Aeronautics and Astronautics MASSACHiUSEITS INSTITUTE OFN Fr1 1'9n.nry JUJN 12: 1991 1 UiBRARIES The Effects of Design, Manufacturing Processes, and Operations Management on the Assembly of Aircraft Composite Structure by Robert Mark Coleman Submitted to the Sloan School of Management and the Department of Aeronautics and Astronautics in Partial Fulfillment of the Requirements for the Degrees of Master of Science in Management and Master of Science in Aeronautics and Astronautics June 1991 ABSTRACT Composite materials have many characteristics well-suited for aerospace applications. Advanced graphite/epoxy composites are especially favored due to their high stiffness, strength-to-weight ratios, and resistance to fatigue and corrosion. Research emphasis to date has been on the design and fabrication of composite detail parts, with considerably less attention given to the cost and quality issues in their subsequent assembly. -
Propeller Operation and Malfunctions Basic Familiarization for Flight Crews
PROPELLER OPERATION AND MALFUNCTIONS BASIC FAMILIARIZATION FOR FLIGHT CREWS INTRODUCTION The following is basic material to help pilots understand how the propellers on turbine engines work, and how they sometimes fail. Some of these failures and malfunctions cannot be duplicated well in the simulator, which can cause recognition difficulties when they happen in actual operation. This text is not meant to replace other instructional texts. However, completion of the material can provide pilots with additional understanding of turbopropeller operation and the handling of malfunctions. GENERAL PROPELLER PRINCIPLES Propeller and engine system designs vary widely. They range from wood propellers on reciprocating engines to fully reversing and feathering constant- speed propellers on turbine engines. Each of these propulsion systems has the similar basic function of producing thrust to propel the airplane, but with different control and operational requirements. Since the full range of combinations is too broad to cover fully in this summary, it will focus on a typical system for transport category airplanes - the constant speed, feathering and reversing propellers on turbine engines. Major propeller components The propeller consists of several blades held in place by a central hub. The propeller hub holds the blades in place and is connected to the engine through a propeller drive shaft and a gearbox. There is also a control system for the propeller, which will be discussed later. Modern propellers on large turboprop airplanes typically have 4 to 6 blades. Other components typically include: The spinner, which creates aerodynamic streamlining over the propeller hub. The bulkhead, which allows the spinner to be attached to the rest of the propeller. -
Propulsion Systems for Aircraft. Aerospace Education II
. DOCUMENT RESUME ED 111 621 SE 017 458 AUTHOR Mackin, T. E. TITLE Propulsion Systems for Aircraft. Aerospace Education II. INSTITUTION 'Air Univ., Maxwell AFB, Ala. Junior Reserve Office Training Corps.- PUB.DATE 73 NOTE 136p.; Colored drawings may not reproduce clearly. For the accompanying Instructor Handbook, see SE 017 459. This is a revised text for ED 068 292 EDRS PRICE, -MF-$0.76 HC.I$6.97 Plus' Postage DESCRIPTORS *Aerospace 'Education; *Aerospace Technology;'Aviation technology; Energy; *Engines; *Instructional-. Materials; *Physical. Sciences; Science Education: Secondary Education; Textbooks IDENTIFIERS *Air Force Junior ROTC ABSTRACT This is a revised text used for the Air Force ROTC _:_progralit._The main part of the book centers on the discussion -of the . engines in an airplane. After describing the terms and concepts of power, jets, and4rockets, the author describes reciprocating engines. The description of diesel engines helps to explain why theseare not used in airplanes. The discussion of the carburetor is followed byan explanation of the lubrication system. The chapter on reaction engines describes the operation of,jets, with examples of different types of jet engines.(PS) . 4,,!It********************************************************************* * Documents acquired by, ERIC include many informal unpublished * materials not available from other souxces. ERIC makes every effort * * to obtain the best copravailable. nevertheless, items of marginal * * reproducibility are often encountered and this affects the quality * * of the microfiche and hardcopy reproductions ERIC makes available * * via the ERIC Document" Reproduction Service (EDRS). EDRS is not * responsible for the quality of the original document. Reproductions * * supplied by EDRS are the best that can be made from the original. -
CANARD.WING LIFT INTERFERENCE RELATED to MANEUVERING AIRCRAFT at SUBSONIC SPEEDS by Blair B
https://ntrs.nasa.gov/search.jsp?R=19740003706 2020-03-23T12:22:11+00:00Z NASA TECHNICAL NASA TM X-2897 MEMORANDUM CO CN| I X CANARD.WING LIFT INTERFERENCE RELATED TO MANEUVERING AIRCRAFT AT SUBSONIC SPEEDS by Blair B. Gloss and Linwood W. McKmney Langley Research Center Hampton, Va. 23665 NATIONAL AERONAUTICS AND SPACE ADMINISTRATION • WASHINGTON, D. C. • DECEMBER 1973 1.. Report No. 2. Government Accession No. 3. Recipient's Catalog No. NASA TM X-2897 4. Title and Subtitle 5. Report Date CANARD-WING LIFT INTERFERENCE RELATED TO December 1973 MANEUVERING AIRCRAFT AT SUBSONIC SPEEDS 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. L-9096 Blair B. Gloss and Linwood W. McKinney 10. Work Unit No. 9. Performing Organization Name and Address • 760-67-01-01 NASA Langley Research Center 11. Contract or Grant No. Hampton, Va. 23665 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address Technical Memorandum National Aeronautics and Space Administration 14. Sponsoring Agency Code Washington , D . C . 20546 15. Supplementary Notes 16. Abstract An investigation was conducted at Mach numbers of 0.7 and 0.9 to determine the lift interference effect of canard location on wing planforms typical of maneuvering fighter con- figurations. The canard had an exposed area of 16.0 percent of the wing reference area and was located in the plane of the wing or in a position 18.5 percent of the wing mean geometric chord above the wing plane. In addition, the canard could be located at two longitudinal stations. -
Electrically Heated Composite Leading Edges for Aircraft Anti-Icing Applications”
UNIVERSITY OF NAPLES “FEDERICO II” PhD course in Aerospace, Naval and Quality Engineering PhD Thesis in Aerospace Engineering “ELECTRICALLY HEATED COMPOSITE LEADING EDGES FOR AIRCRAFT ANTI-ICING APPLICATIONS” by Francesco De Rosa 2010 To my girlfriend Tiziana for her patience and understanding precious and rare human virtues University of Naples Federico II Department of Aerospace Engineering DIAS PhD Thesis in Aerospace Engineering Author: F. De Rosa Tutor: Prof. G.P. Russo PhD course in Aerospace, Naval and Quality Engineering XXIII PhD course in Aerospace Engineering, 2008-2010 PhD course coordinator: Prof. A. Moccia ___________________________________________________________________________ Francesco De Rosa - Electrically Heated Composite Leading Edges for Aircraft Anti-Icing Applications 2 Abstract An investigation was conducted in the Aerospace Engineering Department (DIAS) at Federico II University of Naples aiming to evaluate the feasibility and the performance of an electrically heated composite leading edge for anti-icing and de-icing applications. A 283 [mm] chord NACA0012 airfoil prototype was designed, manufactured and equipped with an High Temperature composite leading edge with embedded Ni-Cr heating element. The heating element was fed by a DC power supply unit and the average power densities supplied to the leading edge were ranging 1.0 to 30.0 [kW m-2]. The present investigation focused on thermal tests experimentally performed under fixed icing conditions with zero AOA, Mach=0.2, total temperature of -20 [°C], liquid water content LWC=0.6 [g m-3] and average mean volume droplet diameter MVD=35 [µm]. These fixed conditions represented the top icing performance of the Icing Flow Facility (IFF) available at DIAS and therefore it has represented the “sizing design case” for the tested prototype. -
Turbofan Engine Malfunction Recognition and Response Final Report
07/17/09 Turbofan Engine Malfunction Recognition and Response Final Report Foreword This document summarizes the work done to develop generic text and video training material on the recognition and appropriate response to turbofan engine malfunctions, and to develop a simulator upgrade package improving the realism of engine malfunction simulation. This work was undertaken as a follow-on to the AIA/AECMA report on Propulsion System Malfunction Plus Inappropriate Crew Response (PSM+ICR), published in 1998, and implements some of the recommendations made in the PSM+ICR report. The material developed is closely based upon the PSM+ICR recommendations. The work was sponsored and co-chaired by the ATA and FAA. The organizations involved in preparation and review of the material included regulatory authorities, accident investigation authorities, pilot associations, airline associations, airline operators, training companies and airplane and engine manufacturers. The FAA is publishing the text and video material, and will make the simulator upgrade package available to interested parties. Reproduction and adaptation of the text and video material to meet the needs of individual operators is anticipated and encouraged. Copies may be obtained by contacting: FAA Engine & Propeller Directorate ANE-110 12 New England Executive Park Burlington, MA 01803 1 07/17/09 Contributing Organizations and Individuals Note: in order to expedite progress and maximize the participation of US airlines, it was decided to hold all meetings in North America. European regulators, manufacturers and operators were both invited to attend and informed of the progress of the work. Air Canada Capt. E Jokinen ATA Jim Mckie AirTran Capt. Robert Stienke Boeing Commercial Aircraft Van Winters CAE/ Flight Safety Boeing Capt. -
Glider Handbook, Chapter 2: Components and Systems
Chapter 2 Components and Systems Introduction Although gliders come in an array of shapes and sizes, the basic design features of most gliders are fundamentally the same. All gliders conform to the aerodynamic principles that make flight possible. When air flows over the wings of a glider, the wings produce a force called lift that allows the aircraft to stay aloft. Glider wings are designed to produce maximum lift with minimum drag. 2-1 Glider Design With each generation of new materials and development and improvements in aerodynamics, the performance of gliders The earlier gliders were made mainly of wood with metal has increased. One measure of performance is glide ratio. A fastenings, stays, and control cables. Subsequent designs glide ratio of 30:1 means that in smooth air a glider can travel led to a fuselage made of fabric-covered steel tubing forward 30 feet while only losing 1 foot of altitude. Glide glued to wood and fabric wings for lightness and strength. ratio is discussed further in Chapter 5, Glider Performance. New materials, such as carbon fiber, fiberglass, glass reinforced plastic (GRP), and Kevlar® are now being used Due to the critical role that aerodynamic efficiency plays in to developed stronger and lighter gliders. Modern gliders the performance of a glider, gliders often have aerodynamic are usually designed by computer-aided software to increase features seldom found in other aircraft. The wings of a modern performance. The first glider to use fiberglass extensively racing glider have a specially designed low-drag laminar flow was the Akaflieg Stuttgart FS-24 Phönix, which first flew airfoil. -
Weight Optimization of Empennage of Light Weight Aircraft
INTERNATIONAL JOURNAL OF SCIENTIFIC & TECHNOLOGY RESEARCH VOLUME 3, ISSUE 4, APRIL 2014 ISSN 2277-8616 Weight Optimization Of Empennage Of Light Weight Aircraft Sheikh Naunehal Ahamed, Jadav Vijaya Kumar, Parimi Sravani Abstract: The objective of the research is to optimize the empennage of a light weight aircraft such as Zenith aircraft. The case is specified by a unique set of geometry, materials, and strength-to-weight factors. The anticipated loads associated with the empennage structure are based on previous light aircraft design loads. These loads are applied on the model to analyze the structural behavior considering the materials having high strength-to-weight ratio. The 3D modeling of the empennage is designed using PRO-E tools and FEA analysis especially the structural analysis was done using ANSYS software to validate the empennage model. The analysis shall reveal the behavior of the structure under applied load conditions for both the optimized structure and existing model. The results obtained using the software are attempted to validate by hand calculations using various weight estimation methods. Index Terms: Empennage, Zenith STOL CH 750 light sport utility airplane, Aircraft structures and materials, PRO-E, ANSYS, Composite materials, Weight estimation methods. ———————————————————— 1 INTRODUCTION compromise in strength and stiffness is called optimal The use of composite materials in the primary structure of structure. Hence, growth factor, which is relationship between aircraft is becoming more common, the industry demand for total weight and the payload, should be as low as possible. predicting and minimizing the product and maintenance cost is Materials with a high strength to weight ratio can be used to rising. -
Advisory Circular
AC 4302B DATE 10/16/80 ADVISORY CIRCULAR DEPAl<TI\IEST OF TiL4SSPOlCTATiON Federal Aviation Administration Washington, D.C. .Srr bjecrt : MINIMUMMOmY FDR CLIEMTIONAND TEST OFAIMOS~RIC PRESSUPEINSTRUMENTS 1. PURPOSE. This advisory circular (AC) provides guidance material &ich may be used to determine the adequacy of barometers used in the calibration of aircraft static instruments. It explains barometric accuracy requirements and provides general information pertaining to altitude and atmospheric pressure rneasursnent Additional information concerning the general operation, calibration, and Wntenance of barmeters is presented. 20 CANCEIILATION. AC 43.2A, Minimum Barametry for Calibration and Test of Atmospheric Pressure Instruments, dated August 22, 1974, is cancelled. 3 BACKGROUND.'Ihe Federal Aviation Administration (FAA) has long recognized the direct relation that exists between altimeter accuracy and the efficiency with which the available airspace can be utilized. Accurate altimetry contributes to collision avoidance and terrain clearance. To improve safety in this area, the agency adopted rules prescribing periodic tests of aircraft altimeter systems. Following is a general discussion of each of the major areas of barometry &ich concern persons using barameters in aviation. 4 RASIC PEFERENCE. The National Bureau of Standards of the Department of Cknerce published Monograph 8 entitled "kkrcury Barometers and Emcxneters." This excellent publication ms prepared to fill the need of manufacturers and use& of barometers for information &ich was scattered through the literature and, in some cases, ws unpublished. 'Ihe definitions and terminology used in the mnograph will be used in this AC. kbnograph 8 describes the variety of design elements &ich are critical in obtaining precision and accuracy from these instruments. -
Mercury Barometers and Manometers
NBS MONOGRAPH 8 Mercuiy Barometers and Manometers U.S. DEPARTMENT OF COMMERCE NATIONAL BUREAU OF STANDARDS THE NATIONAL BUREAU OF STANDARDS Functions and Activities The functions of the National Bureau of Standards are set forth in the Act of Congress, March 3, 1901, as amended by Congress in Public Law 619, 1950. These include the development and maintenance of the national standards of measurement and the provision of means and methods for making measurements consistent with these standards; the determination of physical constants and properties of materials; the development of methods and instruments for testing materials, devices, and structures; advisory services to government agencies on scientific and technical problems; in- vention and development of devices to serve special needs of the Government; and the development of standard practices, codes, and specifications. The work includes basic and applied research, development, engineering, instrumentation, testing, evaluation, calibration services, and various consultation and information services. Research projects are also performed for other government agencies when the work relates to and supplements the basic program of the Bureau or when the Bureau's unique competence is required. The scope of activities is suggested by the listing of divisions and sections on the inside of the back cover. Publications The results of the Bureau's work take the form of either actual equipment and devices or pub- lished papers. These papers appear either in the Bureau's own series of publications or in the journals of professional and scientific societies. The Bureau itself publishes three periodicals available from the Government Printing Office: The Journal of Research, published in four separate sections, presents complete scientific and technical papers; the Technical News Bulletin presents summary and pre- liminary reports on work in progress; and Basic Radio Propagation Predictions provides data for determining the best frequencies to use for radio communications throughout the world.