Basic Aircraft Construction
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Easy Access Rules for Auxiliary Power Units (CS-APU)
APU - CS Easy Access Rules for Auxiliary Power Units (CS-APU) EASA eRules: aviation rules for the 21st century Rules and regulations are the core of the European Union civil aviation system. The aim of the EASA eRules project is to make them accessible in an efficient and reliable way to stakeholders. EASA eRules will be a comprehensive, single system for the drafting, sharing and storing of rules. It will be the single source for all aviation safety rules applicable to European airspace users. It will offer easy (online) access to all rules and regulations as well as new and innovative applications such as rulemaking process automation, stakeholder consultation, cross-referencing, and comparison with ICAO and third countries’ standards. To achieve these ambitious objectives, the EASA eRules project is structured in ten modules to cover all aviation rules and innovative functionalities. The EASA eRules system is developed and implemented in close cooperation with Member States and aviation industry to ensure that all its capabilities are relevant and effective. Published February 20181 1 The published date represents the date when the consolidated version of the document was generated. Powered by EASA eRules Page 2 of 37| Feb 2018 Easy Access Rules for Auxiliary Power Units Disclaimer (CS-APU) DISCLAIMER This version is issued by the European Aviation Safety Agency (EASA) in order to provide its stakeholders with an updated and easy-to-read publication. It has been prepared by putting together the certification specifications with the related acceptable means of compliance. However, this is not an official publication and EASA accepts no liability for damage of any kind resulting from the risks inherent in the use of this document. -
Cockpit Image Recorders: a Picture Is Worth a Thousand Words
Cockpit Image Recorders 1051 t1152111 2005, CCH INCORPORATED. All Rights Reserved. Reprinted with permission from "Issues in Aviation Law and Policy." Cockpit Image Recorders: A Picture Is Worth a Thousand Words by David E. Rapoport and Paul D. Richter May 2005 Everywhere we go our moves are randomly recorded, but sug- gest a video camera be placed in the cockpit of an aircraft, a pilot's workplace, and watch out! The pilot unions immediately switch off the auto-pilot and begin complaining how this would be a clear and abominable violation of their members' privacy rights. Do bankers, gas station attendants, convenience store clerks, jailers, blackjack dealers and doormen colnplain about cameras in their workplaces? Would we listen if they did? For the last four years, the U.S. National Transportation Safety Board's (NTSB) goal of putting video cameras in the cockpits of large commercial jets has been frustrated, in large part, by the efforts of the major pilot unions. This article will review the efforts by the NTSB and others to require video cameras in the cockpits of large transport category aircraft, discuss the arguments for and against this proposal, and conclude the time has coine for the Federal Aviation Administration (FAA) to put safety first and follow the NTSB's five-year-old recommendation that it mandate video cameras in the cockpit. Cockpit Video Image Recorders Are Now on the NTSB's "Most Wanted" List The NTSB, an independent Federal agency, is charged by Congress with investigating every civil aviation accident in the United States.' The NTSB's primary function is to promote safety Issues in Aviation Law and Policy 1052 Aviation Safety/Security it1 tran~portation.~Since inception, the NTSB has investigated more than 124,000 aviation accidents. -
Modeling an Airframe Tutorial
EAA SOLIDWORKS University p 1/11 Modeling an Airframe Tutorial Difficulty: Intermediate | Time: 1 hour As an Intermediate Tutorial, it is assumed that you have completed the Quick Start Tutorial and know how to sketch in 2D and 3D. If you struggle to recall how to do basic functions, please review the Tips Sheet. The Modeling an Airframe Tutorial guides you through the creation of a tubular airframe in SOLIDWORKS. The objective of the lesson is to teach you how to use the tools to design an aircraft frame. Time limits prevent us from completing this airframe, but you should learn the skills to model an airframe. You will create this part and drawing: This lesson includes: Creating a 3D Sketches Using the Weldment feature to add structural members Trimming structural members Creating a drawing and adding a ‘cut list’ Bill of Materials (BoM) EAA SOLIDWORKS University p 2/11 Modeling an Airframe Tutorial Creating a 3D Sketch for the Airframe In this lesson we will use the weldment feature to create an airframe. Weldments are structural members defined by a cross section picked from a library and a sketch line to define its length. This sketch line can be from multiple 2D sketches, or a single 3D sketch. By using two layout sketches (side and plan elevations), you can control the 3D sketch easily and any future changes will be reflected in your airframe. The layout sketches capture the design intent and the dimensions of the finished frame. 1. Open a New Part, verify Units are inches, and Save As “Airframe” (Top Menu / File / Save As). -
Exec Summary (PDF)
BEECHCRAFT® AT-6 The Future of Light Attack is Here. Capable. Affordable. Sustainable. Interoperable. One platform with multiple missions: initial pilot training, weapons training, operational NetCentric ISR and Light Attack capabilities for irregular warfare. The Beechcraft AT-6 is a multi-role, multi-mission aircraft system designed to meet a wide spectrum of warfighter needs: • Based on the proven Beechcraft USAF T-6A and USN T-6B • Designed to accommodate 95% of the aircrew population; widest range in its class • Lockheed Martin plug-and-play mission system architecture adapted from A-10C • Sensor suite adapted from the MC-12W • Flexible, reconfigurable hardpoints with six external store stations Unparalleled attributes with • Long persistence with two aircrew and weapons; up to 1,485 nm self-deployment range a wide range of options. • Extensive variety of weapons including general purpose, laser guided and inertially-aided munitions AIRFRAME AND POWERPLANT • 1,600 shaft horsepower engine • The only fixed-wing aircraft to fire laser guided rockets • ISR suite and six external store hardpoints • Light armor COMBAT MISSION SYSTEMS • Mission systems by Lockheed Martin • NVIS cockpit • Helmet-mounted cueing system • Infrared missile warning and countermeasures COMMUNICATIONS SUITE • Secure voice and data • Rover-compatible full motion video • SADL/Link-16 compatible • SATCOM ISR SUITE • MX-15Di WEAPONS INTEGRATION • 17 60 capable stores management system • .50 Cal Gun • 20mm Gun • 250/500 lb. laser guided GPS or GP bombs • Laser guided missiles • Laser guided rockets • Small 1760 weapons Learn more. Call +1.316.676.0800 or visit Beechcraft.com 13LSAT6HW Specifications and performance are subject to change without notice. -
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. -
PC-6/B2-H4 Airplane Flight Manual Doc. No. 1820 at Revision 8
PILOT’S INFORMATION MANUAL PC-6/B2-H4 applicable from AC S/N 825 PILOT’S INFORMATION MANUAL PC-6/B2-H4 applicable from AC S/N 825 WARNING •This PC-6 Pilot’s Information Manual is published for general and familiarization purposes only. •This Pilot’s Information Manual does NOT meet FAA, FOCA or any other civil aviation authority regulations for operation of ANY Aircraft. •This Pilot’s Information Manual is a reproduction of a PC-6 Airplane Flight Manual, however, it is NOT revised or updated. •This Pilot’s Information Manual does NOT reflect the configuration or operating parameters of any actual aircraft. •Only the Approved Airplane Flight Manual issued for a specific serial number aircraft may be used for actual operation of that serial number aircraft. Pilatus Aircraft Ltd P.O. Box 992 6371 Stans, Switzerland Phone +41 41 619 67 00 Fax +41 41 619 92 00 [email protected] www.pilatus-aircraft.com AIRPLANE FLIGHT MANUAL PC-6/B2-H4 ONLY REPORT NO. 1820 PURPOSES REGISTRATION ._____ __. SERIAL NO . APPLICABLE FROM A/C SIN 825 FAMILIARIZATION THIS AIRPLANDANE IS TO BE OPERAT ED IN COMPLIANCE WITH INFORMATION AND LIMI TATIONS CONTAINED HEREIN THIS FLIGHT MANUAL IS TO BE KEPT GENERAL IN THE AIRCRAFT AT ALL TIMES FOR Approved by: SWISS FEDERAL OFF FOR CIVIL AVIATION · �L Nov 20, JS�S" Date of Approval : ____·- ______ PILATUS AIRCRAFT LTD STANS/SWITZERLAND ONLY PURPOSES FAMILIARIZATION AND GENERAL FOR © Pilatus Aircraft Ltd. This document contains proprietary information that is protected by copyright. All rights are reserved, No part of this document may be copied, reproduced or translated to other languages without the prior written consent of Pilatus Aircraft Ltd. -
Unit-1 Notes Faculty Name
SCHOOL OF AERONAUTICS (NEEMRANA) UNIT-1 NOTES FACULTY NAME: D.SUKUMAR CLASS: B.Tech AERONAUTICAL SUBJECT CODE: 7AN6.3 SEMESTER: VII SUBJECT NAME: MAINTENANCE OF AIRFRAME AND SYSTEMS DESIGN AIRFRAME CONSTRUCTION: Various types of structures in airframe construction, tubular, braced monocoque, semimoncoque, etc. longerons, stringers, formers, bulkhead, spars and ribs, honeycomb construction. Introduction: An aircraft is a device that is used for, or is intended to be used for, flight in the air. Major categories of aircraft are airplane, rotorcraft, glider, and lighter-than-air vehicles. Each of these may be divided further by major distinguishing features of the aircraft, such as airships and balloons. Both are lighter-than-air aircraft but have differentiating features and are operated differently. The concentration of this handbook is on the airframe of aircraft; specifically, the fuselage, booms, nacelles, cowlings, fairings, airfoil surfaces, and landing gear. Also included are the various accessories and controls that accompany these structures. Note that the rotors of a helicopter are considered part of the airframe since they are actually rotating wings. By contrast, propellers and rotating airfoils of an engine on an airplane are not considered part of the airframe. The most common aircraft is the fixed-wing aircraft. As the name implies, the wings on this type of flying machine are attached to the fuselage and are not intended to move independently in a fashion that results in the creation of lift. One, two, or three sets of wings have all been successfully utilized. Rotary-wing aircraft such as helicopters are also widespread. This handbook discusses features and maintenance aspects common to both fixed wing and rotary-wing categories of aircraft. -
Air Force Airframe and Powerplant (A&P) Certification Program
Air Force Airframe and Powerplant (A&P) Certification Program Introduction: Most military aircraft maintenance technicians are eligible to pursue the Federal Aviation Administration (FAA) Airframe & Powerplant (A&P) certification based on documented evidence of 30 months practical aircraft maintenance experience in airframe and powerplant systems per Title 14, Code of Federal Regulations (CFR), Part 65- Certification: Airmen Other Than Flight Crew Members; Subpart D-Mechanics. Air Force education, training and experience and FAA eligibility requirements per Title 14, CFR Part 65.77. This FAA-approved program is a voluntary program which benefits the technician and the Air Force, with consideration to professional development, recruitment, retention, and transition. Completing this program, outlined in the program Qualification Training Package (QTP), will assist technicians in meeting FAA eligibility requirements and being better-prepared for the FAA exams. Three-Tier Program: The program is a three-tier training and experience program. These elements are required for program completion and are important for individual development, knowledge assessment, meeting FAA certification eligibility, and preparation for the FAA exams: Three Online Courses (02AF1-General, 02AF2-Airframe, & 02AF3-Powerplant). On the Job Training (OJT) Qualification Training Package(QTP). Documented evidence of 30 months practical experience in airframe and powerplant systems. Program Eligibility: Active duty, guard and reserve technicians who possess at least a 5-skill level in one of the following aircraft maintenance AFSCs are eligible to enroll: 2A0X1, 2A090, 2A2X1, 2A2X2, 2A2X3, 2A3X3, 2A3X4, 2A3X5, 2A3X7, 2A3X8, 2A390, 2A300, 2A5X1, 2A5X2, 2A5X3, 2A5X4, 2A590, 2A500, 2A6X1, 2A6X3, 2A6X4, 2A6X5, 2A6X6, 2A690, 2A691, 2A600 (except AGE), 2A7X1, 2A7X2, 2A7X3, 2A7X5, 2A790, 2A8X1, 2A8X2, 2A9X1, 2A9X2, and 2A9X3. -
How a Cockpit Remembers Its Speeds
COGNITIVE SCIENCE 19, 265-288 (1995) How a Cockpit Remembers Its Speeds EDWIN HUTCHINS University of California, San Diego Cognitive science normally takes the individual agent as its unit of analysis. In many human endeavors, however, the outcomes of interest are not determined entirely by the information processing properties of individuals. Nor can they be inferred from the properties of the individual agents, alone, no matter how detailed the knowledge of the properties of those individuals may be. In com- mercial aviation, for example, the successful completion of a flight is produced by a system that typically includes two or more pilots interacting with each other and with a suite of technological devices. This article presents a theoretical framework that tokes a distributed, socio-technical system rather than an indi- vidual mind as its primary unit of analysis. This framework is explicitly cognitive in that it is concerned with how information is represented and how representa- tions are transformed and propagated in the performance of tasks. An analysis of a memory task in the cockpit of a commercial airliner shows how the cognitive properties of such distributed systems can differ radically from the cognitive properties of the individuals who inhabit them. Thirty years of research in cognitive psychology and other areas of cognitive science have given us powerful models of the information processing prop- erties of individual human agents. The cognitive science approach provides a very useful frame for thinking about thinking. When this frame is applied to the individual human agent, one asks a set of questions about the mental An initial analysis of speed bugs as cognitive artifacts was completed in November of 1988. -
Faa Ac 20-186
U.S. Department Advisory of Transportation Federal Aviation Administration Circular Subject: Airworthiness and Operational Date: 7/22/16 AC No: 20-186 Approval of Cockpit Voice Recorder Initiated by: AFS-300 Change: Systems 1 GENERAL INFORMATION. 1.1 Purpose. This advisory circular (AC) provides guidance for compliance with applicable regulations for the airworthiness and operational approval for required cockpit voice recorder (CVR) systems. Non-required installations may use this guidance when installing a CVR system as a voluntary safety enhancement. This AC is not mandatory and is not a regulation. This AC describes an acceptable means, but not the only means, to comply with Title 14 of the Code of Federal Regulations (14 CFR). However, if you use the means described in this AC, you must conform to it in totality for required installations. 1.2 Audience. We, the Federal Aviation Administration (FAA), wrote this AC for you, the aircraft manufacturers, CVR system manufacturers, aircraft operators, Maintenance Repair and Overhaul (MRO) Organizations and Supplemental Type Certificate (STC) applicants. 1.3 Cancellation. This AC cancels AC 25.1457-1A, Cockpit Voice Recorder Installations, dated November 3, 1969. 1.4 Related 14 CFR Parts. Sections of 14 CFR parts 23, 25, 27, 29, 91, 121, 125, 129, and 135 detail design substantiation and operational approval requirements directly applicable to the CVR system. See Appendix A, Flowcharts, to determine the applicable regulations for your aircraft and type of operation. Listed below are the specific 14 CFR sections applicable to this AC: • Part 23, § 23.1457, Cockpit Voice Recorders. • Part 23, § 23.1529, Instructions for Continued Airworthiness. -
Technology for Pressure-Instrumented Thin Airfoil Models
NASA-CR-3891 19850015493 NASA Contractor Report 3891 i 1 Technology for Pressure-Instrumented Thin Airfoil Models David A. Wigley ., ..... " .... _' /, !..... .,L_. '' CONTRACT NAS1-17571 MAY 1985 ( • " " c _J ._._l._,.. ¸_ - j, ;_.. , r_ '._:i , _ . ; . ,. NIA NASA Contractor Report 3891 Technology for Pressure-Instrumented Thin Airfoil Models David A. Wigley Applied Cryogenics & Materials Consultants, Inc. New Castle, Delaware Prepared for Langley Research Center under Contract NAS1-17571 N//X National Aeronautics and Space Administration Scientific and Technical InformationBranch 1985 Use of trademarks or names of manufacturers in this report does not constitute an official endorsement of such products or manufacturers, either expressed or implied, by the National Aeronautics and Space Administration. FINAL REPORT ON PHASE 1 OF NASA CONTRACT NASI-17571 "TECHNOLOGY FOR PRESSURE-INSTRUMENTED THIN AIRFOIL MODELS" PROJECT SU_IARY The objective of Phase 1 of this research was to identify, then select and evaluate, the most appropriate combination of materials and fabrication techniques required to produce a Pressure Instrumented Thin Airfoil model for testing in a Cryogenic wind Tunnel ( PITACT ). Particular attention was to be given to proving the feasability and reliability of each sub-stage and ensuring that they could be combined together without compromising the quality of the resultant segment or model. In order to provide a sharp focus for this research, experimental samples were to be fabricated as if they were trailing edge segments of a 6% thick supercritical airfoil, number 0631X7, scaled to a 325mm (13in.) chord, the maximum likely to be tested in the 13in. x 13in. adaptive wall test section of the 0.3m Transonic Cryogenic Tunnel at NASA Langley Research Center. -
A Brief Review on Electromagnetic Aircraft Launch System
International Journal of Mechanical And Production Engineering, ISSN: 2320-2092, Volume- 5, Issue-6, Jun.-2017 http://iraj.in A BRIEF REVIEW ON ELECTROMAGNETIC AIRCRAFT LAUNCH SYSTEM 1AZEEM SINGH KAHLON, 2TAAVISHE GUPTA, 3POOJA DAHIYA, 4SUDHIR KUMAR CHATURVEDI Department of Aerospace Engineering, University of Petroleum and Energy Studies, Dehradun, India E-mail: [email protected] Abstract - This paper describes the basic design, advantages and disadvantages of an Electromagnetic Aircraft Launch System (EMALS) for aircraft carriers of the future along with a brief comparison with traditional launch mechanisms. The purpose of the paper is to analyze the feasibility of EMALS for the next generation indigenous aircraft carrier INS Vishal. I. INTRODUCTION maneuvering. Depending on the thrust produced by the engines and weight of aircraft the length of the India has a central and strategic location in the Indian runway varies widely for different aircraft. Normal Ocean. It shares the longest coastline of 7500 runways are designed so as to accommodate the kilometers amongst other nations sharing the Indian launch for such deviation in takeoff lengths, but the Ocean. India's 80% trade is via sea routes passing scenario is different when it comes to aircraft carriers. through the Indian Ocean and 85% of its oil and gas Launch of an aircraft from a mobile platform always are imported through sea routes. Indian Ocean also requires additional systems and methods to assist the serves as the locus of important international Sea launch because the runway has to be scaled down, Lines Of Communication (SLOCs) . Development of which is only about 300 feet as compared to 5,000- India’s political structure, industrial and commercial 6,000 feet required for normal aircraft to takeoff from growth has no meaning until its shores are protected.