DOCSLIB.ORG

Federal Register/Vol. 64, No. 123/Monday, June 28, 1999/Rules

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Federal Register/Vol. 64, No. 123/Monday, June 28, 1999/Rules 34528 Federal Register / Vol. 64, No. 123 / Monday, June 28, 1999 / Rules and Regulations (2) Remove the temporary revision titled Federal Aviation Regulations (14 CFR 21.197 (k) This amendment becomes effective on ``Electrical Cables,'' dated March 7, 1996, and 21.199) to operate the airplane to a August 17, 1999. from the Pilot Operating Handbook (POH) location where the requirements of this AD Issued in Kansas City, Missouri, on June and insert a temporary revision titled can be accomplished. 18, 1999. ``Electrical Cables'' Rev. 1, dated July 12, (g) An alternative method of compliance or Michael Gallagher, 1996. Accomplish this action in accordance adjustment of the compliance times that with the Accomplishment Instructions provides an equivalent level of safety may be Manager, Small Airplane Directorate, Aircraft section in Pilatus PC XII SB No. 24±002, Rev. approved by the Manager, Small Airplane Certification Service. No. 1, dated September 20, 1996. Directorate, 1201 Walnut, suite 900, Kansas [FR Doc. 99±16277 Filed 6±25±99; 8:45 am] (b) For airplanes incorporating City, Missouri 64106. BILLING CODE 4910±13±U manufacturer serial numbers 101 through (1) The request shall be forwarded through 147, within the next 50 hours TIS after the an appropriate FAA Maintenance Inspector, effective date of this AD, replace the placard who may add comments and then send it to DEPARTMENT OF TRANSPORTATION installed near the standby magnetic compass the Manager, Small Airplane Directorate. that is required by AD 98±13±08, with a new (2) Alternative methods of compliance Federal Aviation Administration placard that incorporates the following words approved in accordance with AD 98±13±08 (using at least 1¤8inch letters): are not considered approved as alternative 14 CFR Part 39 STANDBY COMPASS FOR CORRECT methods of compliance for this AD. READING SWITCH: AVIONICS ON NAV & Note 2: Information concerning the [Docket No. 98±CE±120±AD; Amendment INSTRUMENT LIGHTING AS REQUIRED existence of approved alternative methods of 39±11210; AD 99±14±02] WINDSHIELD DE±ICE LH & RH OFF compliance with this AD, if any, may be AUXILIARY HEATING SYSTEMS OFF obtained from the Small Airplane RIN 2120±AA64 AUXILIARY COOLING SYSTEM OFF Directorate. (h) Questions or technical information Airworthiness Directives; LET This placard is referenced in Pilatus Aeronautical Works Model L33 SOLO Service Bulletin No. 34±006, dated related to the service information referenced September 3, 1998. in this AD should be directed to Pilatus Sailplanes (c) For airplanes incorporating Aircraft Ltd., Customer Liaison Manager, AGENCY: Federal Aviation manufacturer serial numbers 148 through CH±6370 Stans, Switzerland; telephone: +41 230, within the next 50 hours TIS after the 41 6196 233; facsimile: +41 41 6103 351. This Administration, DOT. effective date of this AD, install a placard service information may be examined at the ACTION: Final rule. with the following words (using at least 1/8- FAA, Central Region, Office of the Regional inch letters) near the standby magnetic Counsel, Room 1558, 601 E. 12th Street, SUMMARY: This amendment adopts a compass: Kansas City, Missouri 64106. new airworthiness directive (AD) that (i) The replacement and modification of STANDBY COMPASS FOR CORRECT applies to certain LET Aeronautical the starter generator cable and the generator READING SWITCH: AVIONICS ON NAV & 2 power return cable and the POH revision Works (LET) Model L33 SOLO INSTRUMENT LIGHTING AS REQUIRED replacement required by this AD shall be sailplanes. This AD requires replacing WINDSHIELD DE±ICE LH & RH OFF done in accordance with Pilatus PC XII the main wing attachment and wing AUXILIARY HEATING SYSTEMS OFF Service Bulletin No. 24±002, Rev. No. 1, spar root pins and modifying the AUXILIARY COOLING SYSTEM OFF dated September 20, 1996. The Standby corresponding area. This AD is the This placard is referenced in Pilatus Magnetic Compass Check Swing procedures result of mandatory continuing Service Bulletin No. 34±006, dated required by this AD shall be done in airworthiness information (MCAI) September 3, 1998. accordance with Pilatus PC±12 Maintenance issued by the airworthiness authority for (d) For all affected manufacturer serial Manual Temporary Revision No. 34±03, number airplanes, within the next 50 hours dated July 16, 1998, as specified in Pilatus the Czech Republic. The actions TIS after the effective date of this AD, Service Bulletin No. 34±006, dated specified by this AD are intended to accomplish the following: September 3, 1998. prevent structural failure of the wing (1) Insert Pilatus Report No. 01973±001, (1) The incorporation by reference of attachments caused by the current Temporary Revision, Standby Compass, Pilatus PC XII Service Bulletin No. 24±002, design configuration, which could result dated July 16, 1998, into the Pilot Operating Rev. No. 1, dated September 20, 1996, was in the wing separating from the Handbook (POH). previously approved by the Director of the (2) Accomplish the improved Standby sailplane with consequent loss of Federal Register in accordance with 5 U.S.C.. control. Magnetic Compass Check Swing procedures 552(a) and 1CFR part 51, as of July 31, 1998 in accordance with Pilatus PC±12 (63 FR 32975, July 17, 1998). DATES: Effective August 17, 1999. Maintenance Manual Temporary Revision (2) The incorporation by reference of The incorporation by reference of No. 34±03, dated July 16, 1998, as specified Pilatus PC±12 Maintenance Manual certain publications listed in the in Pilatus Service Bulletin No. 34±006, dated Temporary Revision No. 34±03, dated July regulations is approved by the Director September 3, 1998. 16, 1998, as specified in Pilatus Service (3) Insert Pilatus PC±12 Maintenance of the Federal Register as of August 17, Bulletin No. 34±006, dated September 3, 1999. Manual Temporary Revision No. 34±03, 1998, was approved by the Director of the dated July 16, 1998, in chapter 34±21±00 Federal Register in accordance with 5 U.S.C. ADDRESSES: Service information that facing page 502 of the maintenance manual. 552(a) and 1 CFR part 51. applies to this AD may be obtained from Disregard existing pages 502 through 506. (3) Copies may be obtained from Pilatus LET Aeronautical Works, 686 04 (e) Accomplishment of the POH revision, Aircraft Ltd., Customer Liaison Manager, Kunovice, Czech Republic; telephone: maintenance manual insertions, and placard CH±6370 Stans, Switzerland. Copies may be fabrication and installation, as required by +420 632 51 11 11; facsimile: +420 632 inspected at the FAA, Central Region, Office 613 52. This information may also be paragraphs (a)(2), (b), (c), (d)(1), and (d)(3) of of the Regional Counsel, Room 1558, 601 E. this AD, may be performed by the owner/ examined at the Federal Aviation 12th Street, Kansas City, Missouri, or at the operator holding at least a private pilot Office of the Federal Register, 800 North Administration (FAA), Central Region, certificate as authorized by § 43.7 of the Capitol Street, NW, suite 700, Washington, Office of the Regional Counsel, Federal Aviation Regulations (14 CFR 43.7), DC. Attention: Rules Docket No. 98±CE± and must be entered into the aircraft records 120±AD, Room 1558, 601 E. 12th Street, showing compliance with this AD in Note 3: The subject of this AD is addressed accordance with § 43.9 of the Federal in Swiss AD HB±98±426, dated November 6, Kansas City, Missouri 64106; or at the Aviation Regulations (14 CFR 43.9). 1998. Office of the Federal Register, 800 North (f) Special flight permits may be issued in (j) This amendment supersedes AD 98±13± Capitol Street, NW, suite 700, accordance with §§ 21.197 and 21.199 of the 08, Amendment 39±10596. Washington, DC. VerDate 18-JUN-99 10:47 Jun 25, 1999 Jkt 183247 PO 00000 Frm 00018 Fmt 4700 Sfmt 4700 E:\FR\FM\A28JN0.043 pfrm01 PsN: 28JNR1 Federal Register / Vol. 64, No. 123 / Monday, June 28, 1999 / Rules and Regulations 34529 FOR FURTHER INFORMATION CONTACT: Mr. national government and the States, or requirements of this AD is affected, the Mike Kiesov, Aerospace Engineer, FAA, on the distribution of power and owner/operator must request approval for an Small Airplane Directorate, 1201 responsibilities among the various alternative method of compliance in accordance with paragraph (d) of this AD. Walnut, suite 900, Kansas City, Missouri levels of government. Therefore, in The request should include an assessment of 64106; telephone: (816) 426±6934; accordance with Executive Order 12612, the effect of the modification, alteration, or facsimile: (816) 426±2169. it is determined that this final rule does repair on the unsafe condition addressed by SUPPLEMENTARY INFORMATION: not have sufficient federalism this AD; and, if the unsafe condition has not implications to warrant the preparation been eliminated, the request should include Events Leading to the Issuance of This of a Federalism Assessment. specific proposed actions to address it. AD For the reasons discussed above, I Compliance: Required as indicated in the A proposal to amend part 39 of the certify that this action (1) is not a body of this AD, unless already Federal Aviation Regulations (14 CFR ``significant regulatory action'' under accomplished. part 39) to include an AD that would Executive Order 12866; (2) is not a To prevent structural failure of the wing attachments caused by the current design apply to certain LET Model L33 SOLO ``significant rule'' under DOT configuration, which could result in the wing sailplanes was published in the Federal Regulatory Policies and Procedures (44 separating from the sailplane with Register as a notice of proposed FR 11034, February 26, 1979); and (3) consequent loss of control, accomplish the rulemaking (NPRM) on April 14, 1999 will not have a significant economic following: (64 FR 18384). The NPRM proposed to impact, positive or negative, on a (a) Upon accumulating 1,500 hours time- require replacing the main wing substantial number of small entities in-service (TIS) on each wing attachment or attachment and wing spar root pins and under the criteria of the Regulatory within the next 100 hours TIS after the effective date of this AD, whichever occurs modifying the corresponding area.
Load more

Recommended publications
  • 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.
    [Show full text]
  • Aircraft Winglet Design
    DEGREE PROJECT IN VEHICLE ENGINEERING, SECOND CYCLE, 15 CREDITS STOCKHOLM, SWEDEN 2020 Aircraft Winglet Design Increasing the aerodynamic efficiency of a wing HANLIN GONGZHANG ERIC AXTELIUS KTH ROYAL INSTITUTE OF TECHNOLOGY SCHOOL OF ENGINEERING SCIENCES 1 Abstract Aerodynamic drag can be decreased with respect to a wing’s geometry, and wingtip devices, so called winglets, play a vital role in wing design. The focus has been laid on studying the lift and drag forces generated by merging various winglet designs with a constrained aircraft wing. By using computational fluid dynamic (CFD) simulations alongside wind tunnel testing of scaled down 3D-printed models, one can evaluate such forces and determine each respective winglet’s contribution to the total lift and drag forces of the wing. At last, the efficiency of the wing was furtherly determined by evaluating its lift-to-drag ratios with the obtained lift and drag forces. The result from this study showed that the overall efficiency of the wing varied depending on the winglet design, with some designs noticeable more efficient than others according to the CFD-simulations. The shark fin-alike winglet was overall the most efficient design, followed shortly by the famous blended design found in many mid-sized airliners. The worst performing designs were surprisingly the fenced and spiroid designs, which had efficiencies on par with the wing without winglet. 2 Content Abstract 2 Introduction 4 Background 4 1.2 Purpose and structure of the thesis 4 1.3 Literature review 4 Method 9 2.1 Modelling
    [Show full text]
  • February 2002 Alerts
    February 2002 FAA AC 43-16A CONTENTS AIRPLANES AERONCA ................................................................................................................................. 1 BEECH ........................................................................................................................................ 2 CESSNA ..................................................................................................................................... 6 EXTRA........................................................................................................................................ 9 MAULE..................................................................................................................................... 10 PIPER........................................................................................................................................ 10 SOCATA .................................................................................................................................. 13 HELICOPTERS BELL ......................................................................................................................................... 14 EUROCOPTER ......................................................................................................................... 14 MCDONNELL DOUGLAS ...................................................................................................... 15 AMATEUR, EXPERIMENTAL, AND SPORT AIRCRAFT AVID FLYER ...........................................................................................................................
    [Show full text]
  • For Improved Airplane Performance
    BLENDED WINGLETS FORFOR IMPROVEDIMPROVED AIRPLANEAIRPLANE PERFORMANCEPERFORMANCE New blended winglets on the Boeing Business Jet and the 737-800 commercial airplane offer operational benefits to customers. Besides giving the airplanes a distinctive appear- ance, the winglets create more efficient flight characteristics in cruise and during takeoff and climbout, which translate into additional range with the same fuel and payload. ROBERT FAYE ROBERT LAPRETE MICHAEL WINTER TECHNICAL DIRECTOR ASSOCIATE TECHNICAL FELLOW PRINCIPAL ENGINEER BOEING BUSINESS JETS AERODYNAMICS TECHNOLOGY STATIC AEROELASTIC LOADS BOEING COMMERCIAL AIRPLANES BOEING COMMERCIAL AIRPLANES BOEING COMMERCIAL AIRPLANES TECHNOLOGY/PRODUCT DEVELOPMENT AERO 16 vertical height of the lifting system (i.e., increasing the length of the TE that sheds the vortices). The winglets increase the spread of the vortices along the TE, creating more lift at the wingtips (figs. 2 and 3). The result is a reduction in induced drag (fig. 4). The maximum benefit of the induced drag reduction depends on the spanwise lift distribution on the wing. Theoretically, for a planar wing, induced drag is opti- mized with an elliptical lift distribution that minimizes the change in vorticity along the span. For the same amount of structural material, nonplanar wingtip 737-800 TECHNICAL CHARACTERISTICS devices can achieve a similar induced drag benefit as a planar span increase; however, new Boeing airplane designs Passengers focus on minimizing induced drag with 3-class configuration Not applicable The 737-800 commercial airplane wingspan influenced by additional 2-class configuration 162 is one of four 737s introduced BBJ TECHNICAL CHARACTERISTICS The Boeing Business Jet design benefits. 1-class configuration 189 in the late 1990s for short- to (BBJ) was launched in 1996 On derivative airplanes, performance Cargo 1,555 ft3 (44 m3) medium-range commercial air- Passengers Not applicable as a joint venture between can be improved by using wingtip Boeing and General Electric.
    [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]
  • Aircraft Circulars National Advisory
    AIRCRAFT CIRCULARS NATIONAL ADVISORY coLaITTEE FOR AERONAUTICS 1o. 164 THE STIEGER ST. 4 LIGHT AIRPLANE (BRITISH) A Twin-Engine Four-Seat Low-Wing 0,-).bin Monoplane Washington May, 1932 NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS AIRCRAFT CIRCULAR NO. 164 THE STIEGER ST. 4 LIGHT AIRPLANE (BRITISH)* A Twin-Engine Four-Seat Low-Wing Cabin Monoplane The ST. 4 is a twin-engine low-wing monoplane of the full cantilever type. Great care has been taken to keep the aerodynamic design "clean," and in order to avoid too great interference between fuselage and wing roots, the latter have been brought down to a thin section, while simultaneously. the trailing edge near the body has been raised. (Figs. 1, 2, 3.) Structurally, this arrangement has been achieved, by continuing the top boom of . the wing spar right across the fuselage, while the upper wing sur- face has been gradually reduced in camber as the fuselage is approached. As this surface drops away from the top spar boom, the latter becomes exposed, and is faired over the portion, which extends from the surface of the wing to the side of the fuselage. The wing consists structurally of three portions, or rather of two portions and a variation of one of them. These are: the wing root, the middle portion, and the wing tip . The middle portion and the tip are of dissimilar construction, although they are permanently attached to- gether, while the wing root, permanently attached to the fuselage and, indeed, forming an integral part of it, shows a type of construction quite different from both the middle and the end portions of the wing.
    [Show full text]
  • Development of an Advanced Composite Aileron for the L-101 1 Transport Aircraft
    NASA Contractor Report 3517 Development of an Advanced Composite Aileron for the L-101 1 Transport Aircraft C. F. Griffin and E. G. Dunning CONTRACT NASl-1506y FEBRUARY 1982 TECH LIBRARY KAFB, NM I1#111 Ill11lllllIll11lllll Ill1 lllll HI II 0062222 FEDD DOCUMENT Note that this document bears the label "FEDD," an acronym for "FOR EARLY DOMESTIC DISSEMINATION.’ The FEDD label is affixed to documents that may contain information having high commercial potential. The FEDD concept was developed as a result of the desire to maintain U.S. leadership in world trade markets and encourage a favorable balance of trade. Since the availability of tax- supported U.S. technology to foreign business interests could represent an unearned benefit, research results that may have high commercial potential are being distributed to U.S. industry in advance of general release. The recipient of this report must treat the information it contains according to the conditions of the FEDD label on the front cover. I -- -y NASA Contractor Report 3517 Development of an Advanced Composite Aileron for the L-101 1 Transport Aircraft C. F. Griffin Lockheed Corporation Burbank, California E. G. Dunning Avco Corporation Nasbde, Tennessee Prepared for Langley Research Center under Contract NAS l-15069 National Aeronautics and Space Administration Scientific and Technical Information Branch 1982 FOREWORD This report was prepared by the Lockheed-California Company, Lockheed Corporation, Burbank, California, under contract NASl-15069 and it is the summary report for the aileron program. The program is sponsored by the National Aeronautics and Space Administration (NASA), Langley Research Center. The Program Manager for Lockheed is F.
    [Show full text]
  • May 6, 1947. W
    May 6, 1947. W. E. HUNT 2,420,174 ROTARY WING STRUCTURE Filed Oct. 3, 1942 ls Vo W NSS SNMMNNMMMAYYAMAYANANAS STANANA MASYANSVAVASTANYNANQ VO, |||||||||/ ZZZZZZ% ?ZZZZZZZ Patented May 6, 1947 2,420,174 UNITED STATES PATENT office ROTARY WING STRUCTURE William E. Hunt, Milford, Conn., assignor to United Aircraft Corporation, East Hartford, Conn., a corporation of Delaware Application October 31, 1942, Serial No. 464,069 5 Claims. (C. 244-23) - 2 This invention relates to a wing structure for 24 (Figs. 5, 6). The opposed sections 20 are aircraft, particularly to a wing or blade for a placed with the offsets in engagement to define, helicopter. as shown in Fig. 4, passages i 28 extending ver In helicopters, the rotating wing or blade pref tically through the rib. The leading ends of erably has a certain amount of flexibility in the flanges 26 of each rib are extended to form plane of the blade. An object of this invention is tongues 30 which enter recesses 32 in the upper to provide a wing structure capable of flexing and lower surfaces of the spar. These tongues Wtihout injury to the wing or the wing surface. are secured to the spar, and the plywood cover A feature of the invention is a longitudinal ing sheet 4 assists in holding them in position. Spar for a Wing Which may be made up of thin The trailing edges of sheet 4 are preferably plies of wood bonded together. Another fea faired down in line with the edge of the longitu ture is a rib made up of duplicate sections which dinal Spar.
    [Show full text]
  • Chapter 12 Design of Control Surfaces
    Aileron Design Chapter 12 Design of Control Surfaces From: Aircraft Design: A Systems Engineering Approach Mohammad Sadraey 792 pages September 2012, Hardcover Wiley Publications 12.4.1. Introduction The primary function of an aileron is the lateral (i.e. roll) control of an aircraft; however, it also affects the directional control. Due to this reason, the aileron and the rudder are usually designed concurrently. Lateral control is governed primarily through a roll rate (P). Aileron is structurally part of the wing, and has two pieces; each located on the trailing edge of the outer portion of the wing left and right sections. Both ailerons are often used symmetrically, hence their geometries are identical. Aileron effectiveness is a measure of how good the deflected aileron is producing the desired rolling moment. The generated rolling moment is a function of aileron size, aileron deflection, and its distance from the aircraft fuselage centerline. Unlike rudder and elevator which are displacement control, the aileron is a rate control. Any change in the aileron geometry or deflection will change the roll rate; which subsequently varies constantly the roll angle. The deflection of any control surface including the aileron involves a hinge moment. The hinge moments are the aerodynamic moments that must be overcome to deflect the control surfaces. The hinge moment governs the magnitude of augmented pilot force required to move the corresponding actuator to deflect the control surface. To minimize the size and thus the cost of the actuation system, the ailerons should be designed so that the control forces are as low as possible.
    [Show full text]
  • GKN Aerospace – a Vision of the Future Frank Bamford Senior Vice President – Business Development and Strategy Introduction and Agenda
    GKN Aerospace – A Vision of the Future Frank Bamford Senior Vice President – Business Development and Strategy Introduction and Agenda Introducing GKN Having a Vision What Drives Your Vision Technology to Attain Goals Summary and Questions 2 GKN PLC Automotive Aerospace HQ London, UK Sales $7.5 Billion 40,000 employees GKN Driveline in 30 countries GKN Aerospace Driveshafts $1.7BN GKN Sinter Metals GKN Off Highway $5.8BN Mission:Mission: Deliver Deliver outstanding outstanding products products and and services services to to our our customerscustomers and and exceed exceed performance performance of of our our competitors competitors 3 GKN Aerospace A global, first-tier supplier of structures, components, assemblies and engineering services to aircraft and aero-engine manufacturers 4 What Is Your Vision of the Future? 5 Do is include your future ENVIRONMENT or LOCATION ? 6 Does it include your future TECHNOLOGY? 7 Does it meet your future GOALS and OBJECTIVES? 8 The Environment Driving Your Vision 9 Market Environment No shortage of passengers – steady population growth Plenty of need for more commercial aircraft Commercial market is in boom Approx 8,000 aircraft forecast to 2015 Source: Rolls-Royce (Oct 2006) 10 Environmental Issues Advisory Council for Aeronautical Research in Europe (ACARE) has set targets, endorsed by all major aerospace companies, to be met by 2020 Reduce fuel consumption and CO2 emissions by 50 per cent Reduce external noise by 50 per cent Source: Rolls-Royce (Oct 2006) To reduce the emission of nitrous oxides by
    [Show full text]
  • Thrush Aircraft, Inc
    THRUSH AIRCRAFT, INC. P.O. Box 3149 Albany, GA 31706-3149 Phone (229) 883-1440 Fax (229) 439-9790 CUSTOM KIT CUSTOM KIT No. CK-AG-41 Rev. A Date: 3/8/2007 WING SPAR UPGRADE The wing spars of most early Thrush models are the subject of FAA Airworthiness Directives (most recently FAA AD 2006-07-15) which require periodic inspection of the lower wing spar caps at the splice block attach holes for fatigue cracks. This Custom Kit is an acceptable way to replace the lower spar caps, but it does more than this for the aircraft owner. It brings the spars up to the best fatigue capability that is compatible with the existing wings. This upgrade includes not only the lower spar caps that have the first two splice block holes cold expanded, but it also includes new inboard webs and doublers as well as the 3/8” thick “big butterfly” and lower splice plate. This is the spar configuration certified to 10,500# gross weight for the S2RHGT65, but with the thicker “big butterfly” and lower splice plate. With the 3/8” thick “big butterfly” and lower splice plate, this spar was successfully tested on December 22, 2006. The test included the static and dynamic effect factors required by FAR 23.572(a)(2) for an aircraft gross weight of 10,500#. When a set of wings is rebuilt according to this Custom Kit, it will have an initial inspection interval of 2,000 hours and a recurrent inspection interval of 900 hours for magnetic particle or 1250 hours for eddy current inspection.
    [Show full text]
  • Towards the Design of a Multispar Composite Wing
    computation Article Towards the Design of a Multispar Composite Wing Dimitrios Stamatelos 1,* and George Labeas 2 1 Laboratory of Strength of Materials, Department of Aeronautical Sciences, Aeronautical Engineering Section, Hellenic Air Force Academy, Dekelia Air Force Base, 13671 Attica, Greece 2 Laboratory of Technology and Strength of Materials, Department of Mechanical Engineering and Aeronautics, University of Patras, 26500 Rion, Greece; [email protected] * Correspondence: [email protected] Received: 2 March 2020; Accepted: 7 April 2020; Published: 9 April 2020 Abstract: In the pursuit of a lighter composite wing design, fast and effective methodologies for sizing and validating the wing members (e.g., spar, ribs, skins, etc.) are required. In the present paper, the preliminary design methodology of an airliner main composite wing, which has an innovative multispar configuration instead of the conventional two-spar design, is investigated. The investigated aircraft wing is a large-scale composite component, requiring an efficient analysis methodology; for this purpose, the initial wing sizing is mostly based on simplified Finite Element (FE) stress analysis combined to analytically formulated design criteria. The proposed methodology comprises three basic modules, namely, computational stress analysis of the wing structure, comparison of the stress–strain results to specific design allowable and a suitable resizing procedure, until all design requirements are satisfied. The design constraints include strain allowable for the entire wing structure, stability constraints for the upper skin and spar webs, as well as bearing bypass analysis of the riveted/bolted joints of the spar flanges/skins connection. A comparison between a conventional (2-spar) and an innovative 4-spar wing configuration is presented.
    [Show full text]