DOCSLIB.ORG

Conceptual Design of a Strut-Braced Wing Configuration

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Conceptual Design of a Strut-Braced Wing Configuration 22 June2017 Aviation on Sustainable UTIAS NationalColloquium Bombardier Aerospace Engineering,Product Development Advanced Design Specialist Engineering Graham Potter Configuration Strut-Braceda Wing Conceptual Design of PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Environmentally Focused Aircraft Study Environmentally Focused 2 § § § Aircraft requirements: Technology assumption: Environmentally Focused Aircraft (EFA) study objective: § § § EIS Based on existing Bombardier products Consistent with EIS 2030-2035 by evaluating alternative long-rangeSignificantly business jet reduce and environmental commercial impact aircraft configurations (emissions, local air quality and community noise) Entry-Into-Service Business Jet Commercial Aircraft PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. The History of the Strut-Braced Wing 3 Hurel-Dubois HD.31 Hurel-Dubois Shorts 360 Hurel-Dubois HD.31 Cessna Caravan PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Recent Research Efforts Research Recent 4 Boeing/NASA Boeing/NASA Virginia Tech Virginia ONERA PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. WhyStrut-Braced a Configuration? 5 § § § § configuration equivalent conventional burn savings compared to Other studies suggest 5-10% fuel induced drag ratios with large reductionsin to Allows optimization higher aspect given aspect ratio allows reducedwingweightata Strut-braced configuration wing and drag compromiseweight between wing Optimum aspect ratio wing is a Wing Weight Aspect Ratio PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. WhyStrut-Braced a Configuration? 6 § Start witha geometryconventional wing PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. WhyStrut-Braced a Configuration? 7 § § Add astrut Start witha geometryconventional wing WING WEIGHT FUEL BURN PROFILE DRAG PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. WhyStrut-Braced a Configuration? 8 § § § Increase the wing aspect ratio Add astrut Start witha geometryconventional wing WING WEIGHT INDUCED DRAG FUEL BURN PROFILE DRAG PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. ASPER Wing WeightEstimation Tool 9 • BombardierASPERtool hasdeveloped for the strut-braced wingweight estimation • Dependenton physics-basedanalysis methods, but need short run-time to allow • Little ornodata exists for such configurations • Theprimary challenge in modelling strut-braced configurations is estimatingwing wide design-spacewide exploration structural weight ASPER Wing Weight Estimation Tool Estimation Wing Weight ASPER SBW FEM FiniteElement Model Strut-Braced Wing Strut-Braced PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Initial Strut-Braced Wing Solution 10 • SBWGFEM used as validation • Created GFEM structural model • SpecifiedMach 0.7 cruise speed • ImplementedASPER within case for ASPER case for ASPER using sameloads predicted by of this configurationand sized generate initial SBWsolution CMDO aircraft design toolto SBW GFEM CMDO Strut-Braced Wing Strut-Braced Global Finite Element Model Element Finite Global Conceptual Multi-DisciplinaryOptimization Design Sweep: 13° AR: 14 PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. ASPER Validation: Stiffness • stiffness less impressive Torsional • Bending stiffnessreasonable match • Compared stiffness fromASPER and 11 GFEM GFEM Global Finite Element Model Element Finite Global Torsion Out-of-plane Bending Out-of-plane In-plane Bending PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. ASPER Validation: Stiffness •is shownto ASPER do a goodjob of • Thencompared to similar plotsfor a 12 due tothe strut capturing the bigdifferences in stiffness conventional wing SBW GFEM Strut-Braced Wing Strut-Braced Global Finite Element Model Element Finite Global Torsion Out-of-plane Bending Out-of-plane In-plane Bending PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. ASPER Validation: Weight 13 • ASPERover-predicts wing • ASPER agrees well with • CMDO empirical method • ASPERwing weight wings by 35% wings forweight conventional SBW GFEM only) also compared (non-strut multiple configurations GFEM based estimate for estimate compared to SBW GFEM CMDO Strut-Braced Wing Strut-Braced Global Finite Element Model Element Finite Global Conceptual Multi-DisciplinaryOptimization Design +35% +34% +2% PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Application of Conceptual Multi-Disciplinary(CMDO) Optimization 14 § § § § § Objective Constraints Design Variables reference CRJ700 usedas aircraft and optimization startpoint Bombardier’sstudy makesuse of CMDO capability EFA – – – – – – – – – Minimum operating cost operating Minimum Landing gear integration Landing volume Fuel speed Approach gradient climb engine Single Take-off length field range Design Engine scale factor scale Engine to chord) thickness sweep, aspect-ratio, (area, Winggeometry CMDO Conceptual Multi-DisciplinaryOptimization Design Initial Geometry (CRJ700) Geometry Initial CMDO Workflow Optimized Geometry PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. CMDO Sizing Cases 15 Wing Strut-Braced High Wing Low Wing CMDO Conceptual Multi-DisciplinaryOptimization Design Empirical ASPER PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Sensitivity to Wing Aspect Ratio 16 Fuel Burn Wing Weight SBW HW High Wing Strut-Braced Wing Strut-Braced Operating Cost Airframe Weight PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Thickness to Chord Ratio CMDO Optimization Results 17 Empirical LW EmpiricalHW ASPER LW ASPER HW ASPER SBW SBW LW HW Low WingLow High Wing Strut-Braced Wing Strut-Braced Wing Area 662 600 669 629 600 Span Aspect Ratio 15.1 16.8 15.4 15.7 19.8 Sweep 12.6 17.5 12.6 17.6 14.9 y x PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Comparison of CMDO Optimized Solutions 18 Empirical Empirical LW LW Empirical Empirical HW HW Wing Weight Wing Fuel Burn SBW M*L/D ASPER ASPER LW LW Strut-Braced Wing Strut-Braced Mach * Lift to Drag ratio to Drag Lift * Mach ASPER ASPER HW HW ASPER ASPER SBW SBW -7% -20% LW HW Low WingLow High Wing Empirical Empirical LW LW Empirical Empirical HW HW Operating Cost M*L/D ASPER ASPER LW LW ASPER ASPER HW HW +4% ASPER ASPER SBW SBW -4% PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. • Significant discrepancy between weight ASPERempiricalestimates and needs to be • benefit(or True not) of SBW configurationis hard tojudge due towingweight uncertainty • SBWhashigher fuel-burn than(Empirical) conventionallow-wing • Benefit falls to 3% compared tolow-wing configuration (ASPER) • SBW offers 7% fuel burn reduction compared to conventional solution (ASPER, high-wing) • Strut-braced CMDO solution wing has been generated Conclusions 19 resolved SBW CMDO Strut-Braced Wing Strut-Braced Conceptual Multi-DisciplinaryOptimization Design PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. • design of Aerodynamicwing and strut to validate empiricaldrag polar • GFEMbasedwing weight estimatepredictionwill ASPERbe used to validate • be NewGFEMcreated will forlatest configuration • Loadswillbegenerated using aero-structural model Steps Next 20 GFEM Global Finite Element Model Element Finite Global PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Bombardier, Global 6000, CRJ700, CRJ900 are and Q400 trademarks of Bombardier or its subsidiaries PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved..
Load more

Recommended publications
  • Flying Wing Concept for Medium Size Airplane
    ICAS 2002 CONGRESS FLYING WING CONCEPT FOR MEDIUM SIZE AIRPLANE Tjoetjoek Eko Pambagjo*, Kazuhiro Nakahashi†, Kisa Matsushima‡ Department of Aeronautics and Space Engineering Tohoku University, Japan Keywords: blended-wing-body, inverse design Abstract The flying wing is regarded as an alternate This paper describes a study on an alternate configuration to reduce drag and structural configuration for medium size airplane. weight. Since flying wing possesses no fuselage Blended-Wing-Body concept, which basically is it may have smaller wetted area than the a flying wing configuration, is applied to conventional airplane. In the conventional airplane for up to 224 passengers. airplane the primary function of the wing is to An aerodynamic design tools system is produce the lift force. In the flying wing proposed to realize such configuration. The configuration the wing has to carry the payload design tools comprise of Takanashi’s inverse and provides the necessary stability and control method, constrained target pressure as well as produce the lift. The fuselage has to specification method and RAPID method. The create lift without much penalty on the drag. At study shows that the combination of those three the same time the fuselage has to keep the cabin design methods works well. size comfortable for passengers. In the past years several flying wings have been designed and flown successfully. The 1 Introduction Horten, Northrop bombers and AVRO are The trend of airplane concept changes among of those examples. However the from time to time. Speed, size and range are application of the flying wing concepts were so among of the design parameters.
    [Show full text]
  • 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.
    [Show full text]
  • Hangar 9 Ultimate Manual
    TM® WE GET PEOPLE FLYING 46% TOC Ultimate 10-300 ASSEMBLY MANUAL Specifications Wingspan ..........................................................................................100 in (2540 mm) Length ................................................................................................110 in (2794 mm) Wing Area.........................................................................................3310 sq in (213.5 sq dm) Weight ...............................................................................................40–44 lb (18–20 kg) Engine.................................................................................................150–200cc gas engine Radio ..................................................................................................6-channel w/15 servos Introduction Thank you for purchasing the Hangar 9® 46% TOC Ultimate. Because size and weight of this model creates a higher degree for potential danger, an added measure of care and responsibility is needed for both building and flying this or any giant-scale model. It’s important that you carefully follow these instructions, especially those regarding hinging and the section on flying. Like all giant-scale aerobatic aircraft, the Hangar 9® TOC Ultimate requires powerful, heavy-duty servos. Servos greatly affect the flight performance, feel and response of the model. To get the most out of your Ultimate, it’s important to use accurate, powerful servos on all control surfaces. In the prototype models, we used JR 8411 digital servos with excellent
    [Show full text]
  • Aircraft Circular No. 103
    NATIONAL ADVISORY COifuciITTEE FOR AERONAUTICS. AIRCRAFT CIRCULAR NO. 103. THE BRISTOL II BULLDOG" (BRITISH)* - A Single-seat All-Steel Fighter. The Bristol "Bulldog" was designed on the Bristol princi­ ples of metal construction by The Bristol Aeroplane Co., Ltd. The entire structural portion is of high tensile steel (Figs. 1, 2, and 3). The airplane is powered with the IIBristolll Jupiter radial air-cooled engine, either the "Bristolll Jupiter Series VII supercharged engine, when exceptional. speed and performance at high altitudes are espeGially required, or the IIBristol" Jupiter Series VI.A engine when the normal operating area of the airplane is not expected to exceed, say, 15,000 feet. The two types of engine are entirely interchangeable when desired. The speeds maintained at altitudes with the rate of climb. and the ceiling are given in tables at conolusion of this Circular. Fu s e I age The fuselage structure comprises three ·main parts, the front and rear portions and the stern frrune. Of these, the front ~or­ tion and the stern frame are constructed of high tensile tubes and the rear portion of members built up of high tensile steel str ip in special "Bristolll sections. Front end.- This portion extends from the front bulkhead *From circular issued by The Bristol Aeroplane Co., Ltd., England. N.A.C.A. Aircraft Circular No. 103 2 to the end of the tubular longerons, and acc~mmodates the pilot1s seat, controls lli~d most of the military equipment, etc. No bracing wires are fitted in the side frames and transverse brac­ ing is fitted only in the foremost panel.
    [Show full text]
  • Aircraft Circulaels National Advisory Committee For
    AIRCRAFT CIRCULAELS NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS No 119 THE AVRO TRAINER AIBPLAE (ERI T IS H) A Training Biplane Washington June, 1930 NATIONAL ADVISORY COlvilvITTEE FOR AERONAUTICS. AIRCRAFT CIRCULAR NO. 119. THE "AVRO TRAINER" AIRPLANE (BRITIsH)* A Training Biplane. Although the "Trainer" has scarcely a single dimension in common with the "504," the "family likeness" is quite striking. The two most marked changes are: the different shape of the rudder and the different landing gear. This airplane is primarily intended for training purposes and the requirements of -training have quite obviously been kept prominently in view throughout the design. Large, comfortable cockpits, good view, effective windshields, wide track are some of the features (Figs. 1, 3, 4) of the "Trainer." Constructional Features One of the innovations introduced in the "Avro Trainer" is that it is of all-metal construction (with exception of the fabric covering and the wooden fairings of the fuselage) in order to conform to thb requirements of the Air Ministry. In the tt Trainer" fuselage the modern form of Avro welded tube construction is employed (Figs. 5,6). Uniform stress is not easy of attainment in any aIrcraft structure, and the welded tube fuselage is no exception. In the "Trainer," however, an approach towards it has been made , by *From Flight, My 2, 1930. N.A.C.A. Aircraft Circular No. 119 2 having the longerons of thee different diameters, largest in front, medium from cockpits to about halfway towards the tail, and smallest in the tail end. The smaller tube is inserted a short distance into the larger, and the joint is then welded.
    [Show full text]
  • A Design Study of a Proposed Four-Seat, Amateur-Built Airplane
    University of Tennessee, Knoxville TRACE: Tennessee Research and Creative Exchange Masters Theses Graduate School 8-2003 A Design Study of a Proposed Four-Seat, Amateur-Built Airplane D. Andrew Moore University of Tennessee - Knoxville Follow this and additional works at: https://trace.tennessee.edu/utk_gradthes Part of the Mechanical Engineering Commons Recommended Citation Moore, D. Andrew, "A Design Study of a Proposed Four-Seat, Amateur-Built Airplane. " Master's Thesis, University of Tennessee, 2003. https://trace.tennessee.edu/utk_gradthes/2113 This Thesis is brought to you for free and open access by the Graduate School at TRACE: Tennessee Research and Creative Exchange. It has been accepted for inclusion in Masters Theses by an authorized administrator of TRACE: Tennessee Research and Creative Exchange. For more information, please contact [email protected]. To the Graduate Council: I am submitting herewith a thesis written by D. Andrew Moore entitled "A Design Study of a Proposed Four-Seat, Amateur-Built Airplane." I have examined the final electronic copy of this thesis for form and content and recommend that it be accepted in partial fulfillment of the requirements for the degree of Master of Science, with a major in Mechanical Engineering. Dr. Gary Flandro, Major Professor We have read this thesis and recommend its acceptance: Dr. Louis Deken, Dr. Peter Solies Accepted for the Council: Carolyn R. Hodges Vice Provost and Dean of the Graduate School (Original signatures are on file with official studentecor r ds.) To the Graduate Council: I am submitting herewith a thesis written by D. Andrew Moore entitled “A Design Study of a Proposed Four-Seat, Amateur-Built Airplane.” I have examined the final electronic copy of this thesis for form and content and recommend that it be accepted in partial fulfillment of the requirements for the degree of Master of Science, with a major in Mechanical Engineering.
    [Show full text]
  • Evolving the Oblique Wing
    NASA AERONAUTICS BOOK SERIES A I 3 A 1 A 0 2 H D IS R T A O W RY T A Bruce I. Larrimer MANUSCRIP . Bruce I. Larrimer Library of Congress Cataloging-in-Publication Data Larrimer, Bruce I. Thinking obliquely : Robert T. Jones, the Oblique Wing, NASA's AD-1 Demonstrator, and its legacy / Bruce I. Larrimer. pages cm Includes bibliographical references. 1. Oblique wing airplanes--Research--United States--History--20th century. 2. Research aircraft--United States--History--20th century. 3. United States. National Aeronautics and Space Administration-- History--20th century. 4. Jones, Robert T. (Robert Thomas), 1910- 1999. I. Title. TL673.O23L37 2013 629.134'32--dc23 2013004084 Copyright © 2013 by the National Aeronautics and Space Administration. The opinions expressed in this volume are those of the authors and do not necessarily reflect the official positions of the United States Government or of the National Aeronautics and Space Administration. This publication is available as a free download at http://www.nasa.gov/ebooks. Introduction v Chapter 1: American Genius: R.T. Jones’s Path to the Oblique Wing .......... ....1 Chapter 2: Evolving the Oblique Wing ............................................................ 41 Chapter 3: Design and Fabrication of the AD-1 Research Aircraft ................75 Chapter 4: Flight Testing and Evaluation of the AD-1 ................................... 101 Chapter 5: Beyond the AD-1: The F-8 Oblique Wing Research Aircraft ....... 143 Chapter 6: Subsequent Oblique-Wing Plans and Proposals ....................... 183 Appendices Appendix 1: Physical Characteristics of the Ames-Dryden AD-1 OWRA 215 Appendix 2: Detailed Description of the Ames-Dryden AD-1 OWRA 217 Appendix 3: Flight Log Summary for the Ames-Dryden AD-1 OWRA 221 Acknowledgments 230 Selected Bibliography 231 About the Author 247 Index 249 iii This time-lapse photograph shows three of the various sweep positions that the AD-1's unique oblique wing could assume.
    [Show full text]
  • Aircraft Design Final Design Review
    Group 7 AIRCRAFT DESIGN FINAL DESIGN REVIEW March 20, 2013 Sagun Bajracharya Roger Francis Tim Tianhang Teng Guang Wei Yu Abstract This document summarizes the work that group 7 has done insofar regarding the design of a radio-controlled plane with respect to the requirements that were put forward by the course (AER406, 2013). This report follows the same format as the presentation where we inform the reader where the current design is, how the group progressed towards that design and how we started. This report also summarizes a number of the important parameters required for a conceptual design like the cargo type & amount,Wing aspect ratio, Optimum Airfoil lift(CL), Thrust to weight ratio & Takeoff distance. In addition, this report presents the plane's wing and tail design, stability analysis and a mass breakdown. The report finally ends with pictures of the current design. 2 Contents 1 Design Overview6 2 Required Parameters6 3 Trade Studies6 3.1 Wing Design....................................... 7 3.2 Wing Configuration................................... 8 3.3 Fuselage Design..................................... 8 3.4 Tail Design ....................................... 9 3.5 Overall Selection .................................... 10 3.6 Parameters from Reference Designs.......................... 11 4 Flight Score Optimization 11 4.1 Cargo Selection..................................... 11 4.2 Propeller Selection ................................... 12 4.3 Flight Parameter Selection............................... 13 5 Wing Design 16 5.1
    [Show full text]
  • Explanatory Note to TCDS IM.A.120 – Boeing 737 Issue 11
    Explanatory Note to TCDS IM.A.120 – Boeing 737 Issue 11 This annex to the EASA TCDS IM.A.120 was created to publish selected special conditions / deviations / equivalent safety findings that are part of the applicable certification basis: Table of Contents: Certification Review Items: A-10: Additional requirements for import ...........................................................................................3 A. 11-02: Pressurised Cabin Loads ......................................................................................................5 A. 11-04: Emergency Landing Dynamic Loads ...................................................................................6 A. 11-05: Fatigue and Damage Tolerance ............................................................................................7 A. 11-06: Fasteners ...............................................................................................................................9 A. 11-08: Lift and Drag Device Indicator ..........................................................................................10 A. 11-11: Doors ..................................................................................................................................11 A. 11-12: Seat, Berths, Safety Belts and Harness ..............................................................................12 A. 11-13: Direct view and cabin attendant seat ..................................................................................13 A. 11-16: Equipment Systems and Installations ................................................................................14
    [Show full text]
  • Performance Enhancement by Wing Sweep for High-Speed Dynamic Soaring
    aerospace Article Performance Enhancement by Wing Sweep for High-Speed Dynamic Soaring Gottfried Sachs *, Benedikt Grüter and Haichao Hong Department of Aerospace and Geodesy, Institute of Flight System Dynamics, Technical University of Munich, Boltzmannstraße 15, 85748 Munich, Germany; [email protected] (B.G.); [email protected] (H.H.) * Correspondence: [email protected] Abstract: Dynamic soaring is a flight mode that uniquely enables high speeds without an engine. This is possible in a horizontal shear wind that comprises a thin layer and a large wind speed. It is shown that the speeds reachable by modern gliders approach the upper subsonic Mach number region where compressibility effects become significant, with the result that the compressibility-related drag rise yields a limitation for the achievable maximum speed. To overcome this limitation, wing sweep is considered an appropriate means. The effect of wing sweep on the relevant aerodynamic characteristics for glider type wings is addressed. A 3-degrees-of-freedom dynamics model and an energy-based model of the vehicle are developed in order to solve the maximum-speed problem with regard to the effect of the compressibility-related drag rise. Analytic solutions are derived so that generally valid results are achieved concerning the effects of wing sweep on the speed performance. Thus, it is shown that the maximum speed achievable with swept wing configurations can be increased. The improvement is small for sweep angles up to around 15 deg and shows a progressive increase thereafter. As a result, wing sweep has potential for enhancing the maximum- speed performance in high-speed dynamic soaring.
    [Show full text]
  • Aviation Transportation Safety Investigation Report A18O0106
    Air Transportation Safety Investigation Report A18O0106 IN-FLIGHT SEPARATION OF RIGHT WING Quad City Challenger II (advanced ultralight), C-IGKT North Bay, Ontario, 14.3 nm E 30 July 2018 History of the flight On 29 July 2018, 2 privately operated Quad City Ultralight Aircraft Corporation (Quad City) Challenger II advanced ultralight aircraft equipped with amphibious floats departed Ottawa/Rockcliffe Airport (CYRO), Ontario, for a daytime visual flight rules cross-country flight to North Bay Airport (CYYB), Ontario. While en route, the 2 aircraft encountered strong winds and turbulence, and the pilots decided to land on the Ottawa River, near Mattawa, Ontario. During the landing, the occurrence aircraft (registration C-IGKT, serial number CH2-1199-1919) touched down hard. After a short lunch break, the pilots inspected the 2 aircraft and then flew to CYYB without further incident. On 30 July 2018, the 2 aircraft departed CYYB at 09321 and climbed to between 1800 and 2000 feet above sea level for the return flight to CYRO. At approximately 0950, the occurrence aircraft’s right wing separated from the aircraft when it was over Talon Lake, Ontario, 14.3 nautical miles east of CYYB. The aircraft entered an uncontrolled descent and collided with terrain in a wooded area. A post- impact fire ensued. The pilot was fatally injured. The aircraft was destroyed by impact forces and the post-impact fire. The pilot of the other aircraft overflew the occurrence site and landed on Talon Lake. At 0959, he met a local resident, who called 911 to report the accident. There was no emergency locator transmitter on board, and none was required by regulations.
    [Show full text]
  • 2021-20201020010 Date: June 29, 2021
    No.: 2021-20201020010 Date: June 29, 2021 http://www.faa.gov/aircraft/safety/programs/sups/upn AFFECTED PRODUCTS Single engine service kits are being manufactured by Robair for installation on type- certificated products. The kits are applicable to Cessna/Textron Aviation Inc. (Cessna) airplane model numbers listed in Airworthiness Directive (AD) 2020-18-01. The AD identifies the fuselage bulkhead is prone to cracking at the wing strut fuselage attach point. The AD specifies if cracks are discovered, the Cessna Single Engine Service Kit must be installed. The Cessna Single Engine Service Kit reinforces the fuselage bulkhead at the wing strut fuselage attach point. The table below lists the applicable kit part numbers: Nomenclature Robair/Cessna Part Number Cessna Single Engine Service Kit SK182-115 Cessna Single Engine Service Kit SK206-42C Cessna Single Engine Service Kit SK206-42D Cessna Single Engine Service Kit SK207-19 Cessna Single Engine Service Kit SK207-19A Cessna Single Engine Service Kit SK210-156 The Cessna Single Service Kits produced by Robair are not part marked nor serialized. PURPOSE This notification advises all aircraft owners, operators, manufacturers, maintenance organizations, parts suppliers and distributors regarding the unapproved status of Cessna Single Engine Service Kits produced and sold by Robair Repair LLC without Federal Aviation Administration (FAA) production approval. BACKGROUND Information received during an FAA Suspected Unapproved Parts (SUP) investigation conducted on December 9, 2020, that Robair Repair LLC located at 6381 NW Aileron Ct, Silverdale, Washington, 98383, is manufacturing Cessna Single Engine Service Kits. Robair Repair LLC has been selling them new without FAA Parts Manufacturing Approval (PMA).
    [Show full text]