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8/12/12 Aeroteaching: Aircraft design
1/11aeroteaching.blogspot.ro/search/label/Aircraft design
Home The objective About the Author Contacts Aircraft Structural Design
JUL 21, 2012
Aircraft design - The aircraft location reference system, FuselageStations, Buttock Lines and Water Lines
When you are performing
maintenance or repairs/modifications
to aircraft´s you need to correctly
locate places inside the aircraft. You
must easily find a damage or
equipment inside the aircraft, how we
can find something in the aircraft?
Because of this requirement the
aircraft has is on coordinate system.
But what type of coordinate system is
this? Lets learn more about the
coordinate system of the aircraft.
The first thing to know is locate the Right (RH) and Left (LH) of the aircraft, in order to
identify the LH and RH you need to be seated on the pilot seat, LH side of seat is the LH
side of aircraft. RH side of seat is the RH side of aircraft. If you are outside the aircraft you
must be located in the aircraft rear looking to the aircraft, your LH is the aircraft LH, your
RH is the aircraft RH. Never use the forward looking of the aircraft, to locate the LH and
RH.
After you know the LH and RH of the
aircraft you must be capable to locate
something in the aircraft. How we do
that? Using a specific coordinate
system where a point on the aircraft
can be easily located.
The aircraft location coordinate
system is a x, y and z system, where the x is called FS - Fuselage Stations, the y is
JAA / EASA FCL questions
actual questions with explanations books, online, softwarewww.aviationexam.com
Aircraft damage (3)
Aircraft design (5)
Aircraft hardware (7)
Aircraft materials (3)
Aircraft protection and finish (2)
Aircraft requirements (3)
Aircraft stress (1)
Aircraft structures (3)
Aircraft weight (1)
CHAPTERS
Showing posts with label Aircraft design. Show all posts
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called BL - Buttock Line and the z is called the WL- Water Line.
The FS - Fuselage Station is the reference axis that begins at aircraft nose and finish at
aircraft tail, the axis define the length of the aircraft. The FS cut the aircraft fuselage in
splices and each splice is from a predetermined distance from the aircraft nose. The
code location FS253 indicates that damage/modification/equipment is located at fuselage
section located at 253 inches from the nose of the aircraft, the distance can be in inches
or millimeters depending of the aircraft manufacturer, in Europe use millimeters, in US
use inches. Remember, letters FS indicate fuselage stations and the number indicates
the distance from the aircraft nose.
The y axis is identified by the letters
BL meaning Buttock Line. The
beginning of the stations is located in
the center of the aircraft fuselage in
the y axis direction , just in the middle
of the fuselage diameter. If you go to
the LH of the aircraft this is BL left if
you go to the RH of the aircraft this is
BL right.Now is just missing the
distance from the reference line,
distance is giving in inches or
millimeters just has in the Fuselage
Station definition. Now locate yourself inside the aircraft at FS300 looking forward at the
middle of the fuselage ring. You are at BL 0, if you move 10 inches to your left , you will be
located at BL 10 LH, this is what you must use to locate something in the aircraft. In this
case you will be located at FS300, BL10LH.if you move 10 inches to your right , you will
be located at BL 10 RH, in this case you will be located at FS300, BL10RH.
There is missing the last axis, the z axis, the height of the aircraft. This axis is defined as
WL water line, this line cuts the aircraft in splices in the vertical direction. You can locate
the aircraft height using WL. If you have WL200 that means that you are located 200
inches above reference WL0, this reference line can be the ground or a imaginary
manufacturer line.
Knowing the 3 references axis
designation Fuselage Station for x
axis, Buttock Line for y axis and
Water line for z axis, we can now find
and define each point on the aircraft.
A damage point or equipment
location is defined by the three
reference axis as example FS300,
BL60LH, WL200, this three
references indicate that damage is
located at 300 inches from the nose of the aircraft, 60 inches to the Left from the center
of fuselage ring and 200 inches in height from the ground reference line. The point of
damage is located in the three-dimensional system by the FS, BL and WL code.
The FS, BL and WL code can be used to locate anything in the aircraft but sometimes is
more easy to use other references according to the main structure that we are working
with. And because of this, the wing, stabilizers, nacelles and movable aircraft surfaces
can have they on coordinate reference system. The wing as Wing Stations defined as
WS where the initial reference line is located in the middle of the total wing. Generally
WS0 is located at BL0 the center of fuselage ring that coincide with the center of wing
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box. Wing station WS must have the distance from the WS0 defined by a number that
defines a distance in inches or millimeters, after that we must define if the wing is in the
left or right then RH defines right wing and LH left wing. The distance from the nose of
fuselage is FS and the height is defined has WL. Then a damage located in the wing is
defined with the coordinate system WS, FS and WL. Typical definition of location is
WS100LH, FS300 and WL280. This coordinates defines that damage is located at 100
inches from the wing center of symmetry , left wing at 300 inch from the fuselage nose
and 280 inches from the ground reference.
Others specific references are used
to locate something in structures as
the horizontal stabilizer, vertical
stabilizer, nacelles, flaps, ailerons,
elevator or rudder. The horizontal
stabilizer locations is like the wing
changing the Wing reference to
horizontal stabilizer reference. The
horizontal stabilizer is divided in HSS
- Horizontal Stabilizer Stations this
stations replace the BL - Buttock line
reference and begin in the line of symmetry of the horizontal stabilizer. Locations on the
horizontal stabilizer are defined as HSS, FS and WL. The vertical stabilizer is divided in
VSS - vertical stabilizer stations that replace the WL - water lines axis and that begins in
the vertical stabilizer root. The same happens with the Flaps defined has Flap Stations
FS, Nacelle Station - NS, Elevator Station - ES, Rudder Station - RS, etc.. Each movable
surface of the wing or stabilizers have they on station definition.
Now with all aircraft references
defined and understood it is easy to
find or define the location of anything
in the aircraft. If we define that
damage is located at FS200,
BL40RH and WL220 you will, with no
difficulty enter inside the aircraft and
locate the damage. If with define the
location as WS200LH, FS260 and
WL200 you will go to the left wing and
locate the damage very easy, with no difficulty. Remember this coordinate systems,
because if you work with aircrafts one day this will appear in front of you and you will need
this information. All aircraft reference lines are defined in the Aircraft Maintenance Manual
or Aircraft Structural Repair Manual, find it or go after it, if you have access to it. Hope this
can help in your work. See the Ads.
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APR 26, 2012
Aircraft design - The Margin of Safety and Reserve Factor definition anddescription. The parameters of the stress analysis.
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8/12/12 Aeroteaching: Aircraft design
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When you are developing a stress
analysis to check if the structure as
adequate strength to resist the
applied load, you must have a
parameter that gives you with a
certain degree of safety the
confidence of the analysis. All over
the world depending of the
companies or countries you can find
two different parameters that makes
this evaluation. The parameters are:
The Margin of Safety = MS
The Reserve Factor = RF
This two parameters are different and must not be confused. This parameters evaluate
the safety of your analysis, they compare the applied load with the allowable load of the
structure. The difference
between them is the reference number for failure or no failure. The MS as the reference
number zero, if the calculated number is higher than zero then the structure will resist the
applied load with safety. If the calculated number is inferior to zero then the structure will
fail by that particular load. The RF work differently, the reference number is one, if the
calculated number is higher than one then the structure will resist the applied load. If the
calculated number is lower than one and higher than zero, the structure will fail.
Remember:
MS>0, no failure safe design
MS<0, failure occur
RF>1, no failure, safe design
RF<1, failure occur
How we calculate the MS or RF? What is the formulation to find this value?
The MS formula is given by allowable stress/load divided by the applied stress/load minus
one, MS=(Allowable stress/Applied Stress)-1. The results obtained for safe design will be
0.25, 0.10, 0.5, 2, 3, etc... The results obtained for component failure will be -0.25, -0.1,
-0.5, -2, -3, etc...
The RF formula is given by allowable
stress/load divided by the applied
stress/load, RF= Allowable
stress/Applied Stress. The results
obtained for safe design will be
1.25,1.1,2,3,4 etc... The results
obtained for component failure will be
0.9, 0.8, 0.1, 0.0002, etc...
When you are developing the analysis please use only one of this parameters. Do not mix
the two in the same analysis, this will be confusing and cause mistakes in the
interpretation of the analysis. I personally recommend the use of the MS parameter. More
easy to understand, positive number= safe design, negative number=Failure. Of course
that some time, additional safety factors must be added to the formula. For example the
fitting factor, casting factor, seat attachment factor, when safety factor are used you must
multiply the applied load by the safety factor in the formulation of the Margin of Safety and
the formula becomes: MS=(allowable load/(safety factor x Applied load))-1.
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Remember the following points:
1. Use the same safety
parameter all over the analysis,
do not mix them.
2. MS= positive number = safe
design
3. MS= negative number = failure
4. RF> 1 = safe design
5. 0<RF< 1 = failure
6. Add the safety factors to your analysis, multiplied to the applied load.
Make good analysis with MS always higher than zero...
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MAR 29, 2012
Aircraft design - Cabin safety Compliance Verification Engineer EASAinterview topics
If your company
want to be a EASA Design Organization Approval (DOA) to develop modifications in the
aircraft cabin, then DOA must be certified to cabin interiors and the company is required
to certify a Compliance Verification Engineer(CVE) for cabin safety.
If you want to be a CVE for cabin safety, please prepare yourself with some technical
experience and study. Because EASA will send a Cabin safety expert engineer to make
the interview and check, if you have the capability and knowledge to be a CVE. The
interview is not easy, you will spend more that two hours responding question to the
EASA expert, hopping that you answers are the correct ones. Because if you are not
approved to be a CVE the company will not be approved to aircraft cabin modifications.
Then the interview is a big issues for you, because the approval for the company
depends of you. If you fail, the company fails and this is not very easy to deal.
If you want to be a Compliance Verification Engineer for Cabin Safety you must be well
prepared for the EASA interview and evaluation. In this post I will highlight you about some
important points and aspects, covered by the interview.
1. Remember that the TCDS of the aircraft specifies the airworthiness requirements of
aircraft certification, you must access to EASA website and download the TCDS for the
A320, B737, E170 to check what was the certification basis used in the aircraft
certification. The CS25 is a recent specification only new aircrafts are been developed
using this requirement. Older aircrafts have been certified by JAR25 amendment, you
must use the correct airworthiness requirements to develop the aircraft cabin
modification.
2.The number of the requirement is an important aspect to kwon. Learn the requirement
number for the main aspects of cabin safety, for example: cabin evacuation test, fire
protection, fire test, evacuation exits. You don´t need to know all the requirement
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numbers but you need to know the most important. EASA expert will asks you about it.
3.Learn that the aircraft minimum number of passenger specified to perform the
evacuation test. Requirement CS25.803 defines that less that 44 passengers no
evacuation test is required.
4.Remenber that the conditions for evacuation test is defined in the appendix of CS25,
where you can find that the test must have man and woman, simulated children, must
escape from one side (LH or RH) evacuation doors only, etc...more generic aspect of the
evacuation. This will be focus in the interview.
5.The requirement of the width of aisle, nº CS25.815, remember that this requirement
must be maintained in take-off, landing and flight. In flight, because in case of fire in the
rear fuselage, the cabin crew must have free aisle available to reach the fire the soon as
possible.
6.If the aircraft as an in-flight accessible cargo compartment, this compartment must
have a fire detection system because the fire is not visible by the crew. At the door of the
compartment a mask and fire extinguisher must exist, accessible to the crew to fire
extinguisher. In the case of no accessible cargo compartment, a fire detection and
extinguisher system must be installed.
7.What are the requirements for the installation of a new galley on the aircraft: Fire
resistant material, escape route (emergency exits, width of aisle), structural loads,
placards and signs, emergency exit signs, emergency lights (can be cover by the
monument), ...
8.After modification if the aircraft as free areas, not occupied by seat, galleys or other
monument . This free areas must be labeled with placard to avoid the use of this space
for baggage and free items. Free items in the cabin can be a risk in case of emergency
landing. Receiving a bag with 20kg in the head at 9g acceleration can kill a person.
9. Also if you have big free areas the passengers when they leave the seats must have
something to grab in case of aircraft turbulence. Then you must have hand points in free
areas to make possible to the passenger to grab a fixation points when they leave the
seat.
10. You must know the distance from the width of aisle requirement, 15in and 20 in.
These are some of the questions that the EASA cabin safety expert will asks you in the
interview, please remember this points. In the end of the evaluation a cabin safety
inspection can be requested. EASA will request to you to perform a cabin safety
inspection walk around, to check if you have the knowledge and capability to evaluate the
aircraft cabin safety.
Good luck for the interview.
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MAR 26, 2012
Aircraft design - The top ten books to read as Structural DesignEngineer
8/12/12 Aeroteaching: Aircraft design
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If you want to be an aircraft structural engineer I recommend that you read and learn with
some of the standard and best books of the aircraft industry. In this post I will recommend
you the top ten books that you need to read before begin your journey in the aircraft
industry.
The top ten books that a true structural design engineer knows:
1. Airframe Structural Design - Practical design information and
data on aircraft structures, Michael C.Y.Niu
This is really a good book, with images, explanations, examples,
exercises, etc... This is the first book to read if you want to be a
structural design engineer. You can find several useful chapters
with excellent information regarding aircraft structural design:
aircraft loads, aircraft structures, aircraft materials, aircraft
fatigue and damage tolerance, aircraft weight and structural
design guidelines. The best book to buy and read, from the first
page to the last. With very useful and detail information about
the design of structures.
2. Airframe stress analysis and sizing, Michael C.Y.Niu
This is also a Michael Niu book.This book is dedicated
to stress analysis, you can find more detail explanation
about structures stress analysis. The book presents the
formulas, graphs, examples, failure criteria, failure
modes of aircraft structural elements.Very useful as
reference when you are developing a analytical stress
analysis. He presents also several structural repair
options, design and development. Very useful for
designers that develop repair in aircrafts. I personally
use this book as reference for repair together with the aircraft structural repair manual.
You must buy this book, mandatory for stress analysis.
3. Practical Stress Analysis for design engineers, Jean-Claude
Flabel
This is a very practical book, very simple to read and understand,
please read this book before Michael Niu stress book. This is about
pure stress calculation, easy understanding, lots of example,
practical examples with real aircraft structures, very good book.Only
applicable to static stress analysis, not fatigue or damage tolerance
analysis.
4. Roark´s Formulas for stress and strain, Warren C.Young, Richard G. Budynas
This book is the Bible of formulas, he present all formulas and parameters calculation for
hundred of physical and mechanical situations. He presents all formulas for beams in
several type of constraints and loads, the same applies for plates, shells, pressure
vessels, etc...Please don't need to develop formulation, use roark's formulas. Compare
analytical formulation from Roark's formulas with the finite element analysis that you
develop to check for mistakes or check an estimation of the FEM results.
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5. The practical use of fracture mechanics, David Broek
This is the fatigue and damage tolerance book of reference. Is a
very complete, easy and simple understand book. He explain very
well the Phenomena of fatigue and what is the damage tolerance
definition. The fracture mechanics theory is clear and well defined.
The best book to understand fatigue and damage
tolerance.Please use this as reference, its a very good reference.
6. Peterson´s Stress Concentration Factors, Walter D. Pilkey
Peterson's is a book that defines and explains what is stress
concentration factors. You can find in this book the graphs to
determine the stress concentration factor for a particular
geometry. For example a rivet hole, rivet installed, a ellipse, a
specific crack, a hole between to stringer, a crack between two
stringer, etc...If you don't have finite element analysis is the best
way to calculate the stress concentration factor that you must
use in the fatigue calculation.
7. Mechanical Engineering design, Joseph E. Shigley, Charles
R. Mischke, Richard G. Budynas
This book shows you the all that you need to know about
mechanical science. Is not a direct aircraft book, but you can
find several mechanical formulation that you will need in
aircraft stress analysis. You can find several material failure
criteria, bolt calculations, rivet calculations, welding
calculations, connections calculations, springs calculations
and several others useful calculation used in the aircraft
industry.
8. Aircraft structures for engineering students, T.H.G. Megson
This is a pure academic book, used in the university, he shows
you the basics of stress analysis, the formulas development until
the final formula that must be applied. As design engineers we
must know the final formula and how to use it. We really don't
need to know how the formula appears. But some times to
understand what is happening, mainly if you are working with
finite elements, is very useful to know the basics to understand
the FEM results and errors. If you work with FEM please read this
book. The book also shows examples and calculations about
aircraft structures but in a generic way. Preliminary calculation of a wing box, fuselage
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section, but is missing the details, the load transfer, bolts, rivets, geometries etc...
9. Analysis and design of flight vehicles structures,
Bruhn
This book is essential to read, is the first reference book
for structural design. Is an old book, a little confuse
because of the organization of the book. Missing some
pictures to better understand the formulation. But the
book as great information about stress analysis, very
simple to see and understand with the simple examples
that we can find all over the book.
A require book to read and understand for the aircraft
structural engineer.
10. MMPDS - metallic materials properties development and
standardization, FAA
This is also a fantastic book. This book is where we can find all
the allowable for metallic materials approved by the
autority.This book gives you all mechanical properties for
aluminium alloys, steel alloys, titanium alloys and several other
materials that we can use in our aircrafts. Additionally we have
also allowable for rivets, bolts and special fasteners that we
can use in the stress analysis of the joint.We can find the
requirements to develop a material certification tests to add
and approved new material to the aircraft industry. Use this book for reference for the
materials allowable.
All this books are required to the design engineer work. It is essential that the engineer
understand the structures and the problems involved in there solutions, and for that this
books are the reference of kownledge.Please enjoy the books.
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MAR 17, 2012
Aircraft design - What does an Aircraft design engineer?
The aircraft structural design is a complex task, where different types of knowledge are
required to develop the best aircraft of the world. The design engineer must develop the
structure with safe design, cheap, reparable, maintainable, durable, minimum weight
etc...this is the challenge for the engineer.
The aircraft structure is the main component of the aircraft, the performance, cost,
durability, comfort, and maintenance depends of the structure. Therefore the aircraft
developer spent lot of the development time increasing the structure efficiency. Always
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trying to obtain the best comfort, performance,
cost, maintenance program and durability.
The main innovation in modern
commercial aircraft is the structure.
Boeing 787 and Airbus A350 are the
aircrafts of the future, why? Because they
innovate in the main component of aircraft
: the structure. This two aircrafts are
changing the typical design philosophies
of aircraft structures. They use composite
materials for wings and fuselage,
structures where the aluminium where
invincible and untouchable. Advantage of composite structures: lower weight, density is
lower than aluminium and strength can double aluminium alloys. No corrosion problems
in composites materials, less critical to fatigue problems, lower maintenance costs,
longer life. But the composite is not only good stuff, he also as problems, cost of
materials, higher production cost, hidden damages caused by impact, all this points are a
disadvantage to composites materials. The future of aircraft structures will be
composites materials this is certain.The success of this aircrafts will be determined by
there behavior in operation, only 20 years from now, the 787 and A350 project will
demonstrates that the composite structure is safer, cheaper and better than the
traditional aluminium.
If one day in the future YOU want to be
an aircraft design engineer my
suggestion is to do the following.
First: learn composite materials, work
with composites, understand
composites, study the failure modes,
the stress analysis, failure criteria,
design of composites parts, because
this will be the material of futures aircrafts and this will be your future.Learn about aircraft
structures, understand the applied loads, the typical assembly of parts, the existing
simple parts, the hardware, the finish materials and techniques, the sealant, the paints,
etc... All this knowledge is required to begin the development of structures. After you
understand what you need to build a structure, then you can begin.
Second: learn to work with a 3D modeling software, I use CATIA V5, generally this is the
software that the aircrafts manufacturers use to develop there aircrafts.3D modeling is
the easy way to develop our structures. We can check interference, see the parts,
simplify the work of the manufacturing people, optimize to minimum weight, obtain
illustrations to maintenance manuals, optimize the assembly by delivering pictures or
movies of the assembly sequence. All this points are advantages of the 3D software,
please learn to use the CATIA V5 software, the aircraft software.
Third: learn to use Finite Element Modeling software, I use PATRAN/NASTRAN. The FEM
software will help you in the structural stress analysis, reducing time and money,
optimizing the thickness of parts and reducing the weight of the aircraft. The FEM can
also avoid detailed unsafe conditions or expensive structural tests. FEM analysis is well
accepted by the authority! And if supported by similar tests, FEM is indispensable. Please
learn finite elements and stress analysis of structures.
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Four: learn fatigue and damage
tolerance analysis, this type of
analysis is special, well different of
the traditional static analysis.
Understand the phenomenon, the
formulas and the objective, all this
information is fundamental to the
design enginner.Wings and fuselages are governed by fatigue, and the damage tolerance
philosophies is applicable to this main structural components.
If you reach to learn all this points to a
moderate level, then you will be an excellent
aircraft design engineer, and you will have a
brilliant professional future.
Good luck for your future...
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Bharath wrote...Thanks a lot.. U have explained everything very clearly..Each article here contains a simple method for easy understanding and also great images.. Thanks formaking me understand things better..
AeroTeaching wrote...At ultimate load, when the doubler and skin have the maximum load, load transfer depends of stiffness of doubler and stiffness of rivets. Doubler as the capability ofpick-up maximum load of 1000...Continue >>
Anonymous wrote...Hi,I understand that using the ratio of axial stiffness to estimate the percentage of load being transferred into the doubler is common in static strengthcheck.However, this seems more applicable...Continue >>
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