777 Empennage Certification Approach
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
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. -
Use of Rudder on Boeing Aircraft
12ADOBL02 December 2011 Use of rudder on Boeing aircraft According to Boeing the Primary uses for rudder input are in crosswind operations, directional control on takeoff or roll out and in the event of engine failure. This Briefing Leaflet was produced in co-operation with Boeing and supersedes the IFALPA document 03SAB001 and applies to all models of the following Boeing aircraft: 707, 717, 727, 737, 747, 757, 767, 777, 787, DC-8, DC-9, DC-10, MD-10, md-11, MD-80, MD-90 Sideslip Angle Fig 1: Rudder induced sideslip Background As part of the investigation of the American Airlines Flt 587 crash on Heading Long Island, USA the United States National Transportation Safety Board (NTSB) issued a safety recommendation letter which called Flight path for pilots to be made aware that the use of “sequential full opposite rudder inputs can potentially lead to structural loads that exceed those addressed by the requirements of certification”. Aircraft are designed and tested based on certain assumptions of how pilots will use the rudder. These assumptions drive the FAA/EASA, and other certifica- tion bodies, requirements. Consequently, this type of structural failure is rare (with only one event over more than 45 years). However, this information about the characteristics of Boeing aircraft performance in usual circumstances may prove useful. Rudder manoeuvring considerations At the outset it is a good idea to review and consider the rudder and it’s aerodynamic effects. Jet transport aircraft, especially those with wing mounted engines, have large and powerful rudders these are neces- sary to provide sufficient directional control of asymmetric thrust after an engine failure on take-off and provide suitable crosswind capability for both take-off and landing. -
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. -
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. -
Touring Rudder Sit-On Top Kit Kit to Fit Rudder Enabled Sit-On Tops with a 10Mm Rudder Fixing Point
touring rudder sit-on top kit Kit to fit rudder enabled sit-on tops with a 10mm rudder fixing point. Note: It is easier to fit the Touring Rudder System if you have a screw hatch fitted to the rear stowage area of the kayak. If your kayak does not have this screw hatch and you wish to fit one, please contact a Perception dealer for advice. These instructions explain how to fit the rudder kit to a kayak with or without a rear screw hatch in place. Please make sure you follow the correct steps for your version of sit-on top kayak. This kit should contain the following: 1x rudder assembly with up-haul rope & split ring 4x deck fittings 4x length of rudder hose 5x self tapping screws 2x Dyneema control line - with cord end assembly 2x oval toggle 1x pair of Tip-Toes control footrests with foam washers 1x length of 4mm shock cord 6x footrest screws, washers and nuts - pre-fitted 1x rudder park - inc. hook, shock cord & fixing block You will also require some tools to fit this kit: Drill with 3mm, 5mm and 6mm drill bits Marker pen Short phillips screwdriver Wire cutters Small adjustable spanner or pair of pliers Lighter Tape measure Small amount of sticky tape Please read these instructions carefully before fitting! Step 1 - Control line entry points The rudder will need to have two control lines attached, each one running through hose sections inside the kayak from the rudder to the Tip-Toes footrests. This kit has four hose sections (two pairs) as two sections are needed per control line. -
ICE PROTECTION Incomplete
ICE PROTECTION GENERAL The Ice and Rain Protection Systems allow the aircraft to operate in icing conditions or heavy rain. Aircraft Ice Protection is provided by heating in critical areas using either: Hot Air from the Pneumatic System o Wing Leading Edges o Stabilizer Leading Edges o Engine Air Inlets Electrical power o Windshields o Probe Heat . Pitot Tubes . Pitot Static Tube . AOA Sensors . TAT Probes o Static Ports . ADC . Pressurization o Service Nipples . Lavatory Water Drain . Potable Water Rain removal from the Windshields is provided by two fully independent Wiper Systems. LEADING EDGE THERMAL ANTI ICE SYSTEM Ice protection for the wing and horizontal stabilizer leading edges and the engine air inlet lips is ensured by heating these surfaces. Hot air supplied by the Pneumatic System is ducted through perforated tubes, called Piccolo tubes. Each Piccolo tube is routed along the surface, so that hot air jets flowing through the perforations heat the surface. Dedicated slots are provided for exhausting the hot air after the surface has been heated. Each subsystem has a pressure regulating/shutoff valve (PRSOV) type of Anti-icing valve. An airflow restrictor limits the airflow rate supplied by the Pneumatic System. The systems are regulated for proper pressure and airflow rate. Differential pressure switches and low pressure switches monitor for leakage and low pressures. Each Wing's Anti Ice System is supplied by its respective side of the Pneumatic System. The Stabilizer Anti Ice System is supplied by the LEFT side of the Pneumatic System. The APU cannot provide sufficient hot air for Pneumatic Anti Ice functions. -
Aerosport Modeling Rudder Trim
AEROSPORT MODELING RUDDER TRIM Segment: MOBILITY PARTS PROVIDERS | Engineering companies Application vertical: MOBILITY AND TRANSPORTATION | AircraFt Application type: FINAL PART: Short runs THE CUSTOMER FINAL PART: SHORT RUNS AEROSPORT MODELING RUDDER TRIM COMPANY DESCRIPTION APPLICATION TRADITIONAL MANUFACTURING Some planes are equipped with small tabs on the control surfaces (e.g., rudder trim Assembly of 26 different machined and standard parts Aerosport Modeling & Design was established in tabs, aileron tabs, elevator tabs) so the pilot can make minute adjustments to pitch, September 1996, and since then, they have worked to yaw, and roll to keep the airplane flying a true, clean line through the air. This produce the highest-possible quality prototypes, improves speed by reducing drag from the larger, constant movements of the full appearance models, working models, and machined rudder, aileron, and elevator. parts, and to meet or exceed client expectations. The company strives to be seen as a partner to their Many airplanes also have rudder and/or aileron trim systems. On some, the rudder clients and an extension of their design and trim tab is rigid but adjustable on the ground by bending: It is angled slightly to the development team, not just a supplier of prototyping left (when viewed from behind) to lessen the need for the pilot to push the rudder services. pedal constantly in order to overcome the left-turning tendencies of many prop- driven aircraft. Some aircraft have hinged rudder trim tabs that the pilot can adjust Aerosport Products spun off from sister company in flight. Aerosport Modeling & Design in 2009 to develop products for experimental aircraft, the first of which When a servo tab is employed, it is moved into the slipstream opposite of the was the RV-10 Carbon Fiber Instrument Panel. -
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. -
V-Tails for Aeromodels
Please see the V-Tails for Aeromodels recommendations for Yet Another Attempt to Explain Them the browser settings Watching the RCSE forum during November 1998 I felt, that the discussion on V-tails is not always governed by facts and knowledge, but feelings and sometimes even by irritation. I think, some theory of V-tails should be compiled and written down for aeromodellers such that we can answer most of the questions by ourselves. V- tails are almost never used with full scale airplanes but not all of the reasons for this are also valid for aeromodels. As a consequence V-tails are not treated appropriately in standard literature. This article contains well known and also some not so well known facts on V-tails and theoretical explanations for them; I don't claim anything to be "new". I also list some occasionally to be heard statements, which are simply not true. If something is wrong or missing: Please let me know ([email protected]), or, if you think that this article is a valuable contribution to make V- tails clearer for aeromodellers. Introduction Almost always designing a V-tail means converting a standard tail into a V-tail; the reasons are clear: Calculations yield specifications of a standard tail or an existing model is really to be converted (the photo above documents the end of the 2nd life of this glider;-). The task is to find a V-tail, which behaves "exactly like its corresponding" standard- or T-tail - we will see, that this is not possible. We can design the V-tail to have the same behaviour in many respects, we might get some advantages, but we have to pay a price. -
Chapter 55 Stabilizers
EXTRA - FLUGZEUGBAU GmbH SERVICE MANUAL EXTRA 200 Chapter 55 Stabilizers PAGE DATE: 1. July 1996 CHAPTER 55 PAGE 1 EXTRA - FLUGZEUGBAU GmbH SERVICE MANUAL EXTRA 200 Table of Contents Chapter Title 55-00-00 GENERAL . 3 55-21-00 MAINTENANCE PRACTICES . 8 55-21-01 Horizontal Stabilizer . 8 55-21-02 Vertical Stabilizer . 10 PAGE DATE: 1. July 1996 CHAPTER 55 PAGE 2 EXTRA - FLUGZEUGBAU GmbH SERVICE MANUAL EXTRA 200 55-00-00 GENERAL The EXTRA 200 has a conventional empennage with stabilizers and moveable control surfaces. The spars con- sist of carbon roving caps, carbon fibre webs and PVC foam cores. The shells are built of honeycomb sandwich with glass fibre or optional carbon fibre laminate. Also buckling is prevented by plywood ribs. Deviating from this, the elevator is constructed in the same manner as the ailerons (refer to Chapter 57). On the R/H elevator half a trim tab is fitted with a piano hinge. The layer sequences of the stabilizers, the elevator and the rudder are shown in Figures 1-2. All composite parts, as protection against moisture and UV radiation, are coated with an unsaturated polyester gel- coat, an acrylic filler and finally with an acrylic paint. For repair of composite parts refer to Chapter 51. PAGE DATE: 1. July 1996 CHAPTER 55 PAGE 3 EXTRA - FLUGZEUGBAU GmbH GENERAL SERVICE MANUAL EXTRA 200 Layer Sequence Horizontal Tail Figure 1, Sheet 1 PAGE DATE: 1. July 1996 CHAPTER 55 PAGE 4 EXTRA - FLUGZEUGBAU GmbH GENERAL SERVICE MANUAL EXTRA 200 Layer Sequence Horizontal Tail Figure 1, Sheet 2 PAGE DATE: 1. -
Issue No. 1, Jan-Mar
VOL. 25, NO. 1 JANUARY – MARCH 1998 ServiceService NewsNews A SERVICE PUBLICATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS SUPPORT COMPANY Previous Page Table of Contents Next Page LOCKHEED MARTIN Service News HOC 1997 A SERVICE PUBLICATION OF uring the week of 13 - 17 October 1997, the ninth Hercules LOCKHEED MARTIN AERONAUTICAL Operators Conference (HOC) was held in Marietta. Judging from SYSTEMS SUPPORT COMPANY D the surveys of approximately 330 attendees, the conference was an overall success. Lockheed Martin is most pleased to Editor Charles E. Wright, II have hosted this event and trusts each participant ben- efitted greatly from the proceedings. Vol. 25, No. 1, January - March 1998 Lockheed Martin is committed to continuation of the CONTENTS conference on a regular basis. We see the conference 2 Focal Point as a valuable forum for sharing of technical informa- L. D. “Dave” Holcomb, Co-Chairman tion and in-service experiences of Hercules operators. Airlift Field Service We also see the importance of having a variety of atten- Alex Gibbs, Squadron Leader dees to Please turn to page 15, column 1 RAAF Technical Liaison Officer L. D. Holcomb 3 Troubleshooting Pressurization Problems HOC Co-Chairman Comments A guide to understanding and solving pressurization problems. or the last three years I have had the privilege of attending the HOC as the International Operator’s Co-Chairman. The increase in rep- 9 Cumulative Index 1974 - 1997 A complete, alphabetical listing of F resentation and presentations from operators each year confirms my Service News technical articles. strong belief in the need and value for operators and Lockheed Martin in the HOC. -
COURSE INFORMATION M1
AII/1 Standard Wheel Orders All wheel orders given should be repeated by the helmsman and the officer of the watch should ensure that they are carried out correctly and immediately. All wheel orders should be held until countermanded. The helmsman should report immediately if the vessel does not answer the wheel. When there is concern that the helmsman is inattentive s/he should be questioned: "What is your heading ?" And s/he should respond: "My heading is ... degrees." Order Meaning 1. Midships Rudder to be held in the fore and aft position. 2. Port / starboard five 5° of port / starboard rudder to be held. 3. Port / starboard ten 10°of port / starboard rudder to be held. 4. Port / starboard fifteen 15°of port / starboard rudder to be held. 5. Port / starboard twenty 20° of port / starboard rudder to be held. 6. Port / starboard twenty-five 25°of port / starboard rudder to be held. 7. Hard -a-port / starboard Rudder to be held fully over to port / starboard. 8. Nothing to port/starboard Avoid allowing the vessel’s head to go to port/starboard . 9.Meet her Check the swing of the vessel´s head in a turn. 10. Steady Reduce swing as rapidly as possible. 11. Ease to five / ten Reduce amount of rudder to 5°/10°/15°/20° and hold. / fifteen / twenty 12. Steady as she goes Steer a steady course on the compass headin g indicated at the time of the order. The helmsman is to repeat the order and call out the compass heading on receiving the order.