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INTRODUCTION
TEAM:
Barraza Escarcega Bryan Roman
Canto Escajadillo Fernando Oswaldo
Hernndez Yaez Sharon Denice
Spnola Cortes Mara de los ngeles
Take ngeles Arturo Alexis
Structural Repair
9th Quarter Group A
Background
1. Materials in Aerospace
Ever since the Wright brothers built their Flyer back in 1903, the materials used in airplane
design have been constantly evolving. The original Wright Flyer was comprised primarily
of spruce and ash Wood with muslin covering the wings, while todays airliners are made
mostly of aluminum with some structure made from steel. In the mid 1960s, scientists
and engineers began working on a new breed of aerospace materials called composites.
A composite is an engineered material made from two or more ingredients with
significantly differing properties, either physical or chemical. While no longer used today,
an early example of a composite material was a mix of mud and straw that was used to
make bricks. Composites have two significant advantages over some of the more
traditional materials: greater strength and lighter weight.
One of the most common forms of composite in use today is carbon fier. It is made by
heating lengths of rayon, pitch or other types of fire to extremely high temperatures
(~2000C) in an oxygen-deprived oven. This heat, combined with the lack of oxygen,
means that instead of combusting or burning completely, the rayon strands turn into
strands of pure carbon atoms approximately 6m (six micrometers) in diameter.
These strands are spun into a thread, then woven into sheets and mixed with hardening
resins to form the various components needed.
Aircraft materials
LEARNING OBJECTIVE: Identify the various types of metallic and nonmetallic materials
used in aircraft construction. An aircraft must be constructed of materials that are both
light and strong. Early aircraft were made of wood. Lightweight metal alloys with a strength
greater than wood were developed and used on later aircraft. Materials currently used in
aircraft construction are classified as either metallic materials or nonmetallic materials.
METALLIC MATERIALS
The most common metals used in aircraft construction are aluminum, magnesium,
titanium, steel, and their alloys. Alloys are composed of two or more metals. The metal
present in the alloy in the largest amount is called the base metal. All other metals added
to the base metal are called alloying elements. Adding the alloying elements may result
in a change in the properties of the base metal. For example, pure aluminum is relatively
soft and weak. However, adding small amounts or copper, manganese, and magnesium
will increase aluminum's strength many times. Heat treatment can increase or decrease
an alloy's strength and hardness. Alloys are important to the aircraft industry. They
provide materials with properties that pure metals do not possess.
Aluminum
Aluminum alloys are widely used in modern aircraft construction. Aluminum alloys are
valuable because they have a high strength-to-weight ratio. Aluminum alloys are
corrosion resistant and comparatively easy to fabricate. The outstanding characteristic of
aluminum is its lightweight.
Magnesium
Magnesium is the world's lightest structural metal. It is a silvery-white material that weighs
two-thirds as much as aluminum. Magnesium is used to make helicopters. Magnesium's
low resistance to corrosion has limited its use in conventional aircraft.
Titanium
Titanium is a lightweight, strong, corrosion resistant metal. Recent developments make
titanium ideal for applications where aluminum alloys are too weak and stainless steel is
too heavy. Additionally, titanium is unaffected by long exposure to seawater and marine
atmosphere.
Steel Alloys
Alloy steels used in aircraft construction have great strength, more so than other fields of
engineering would require. These materials must withstand the forces that occur on
today's modern aircraft. These steels contain small percentages of carbon, nickel,
chromium, vanadium, and molybdenum. High-tensile steels will stand stress of 50 to 150
tons per square inch without failing. Such steels are made into tubes, rods, and wires.
Another type of steel used extensively is stainless steel. Stainless steel resists corrosion
and is particularly valuable for use in or near water.
NONMETALLIC MATERIALS
In addition to metals, various types of plastic materials are found in aircraft construction.
Some of these plastics include transparent plastic, reinforced plastic, composite, and
carbon-fiber materials.
Transparent Plastic
Transparent plastic is used in canopies, windshields, and other transparent enclosures.
You need to handle transparent plastic surfaces carefully because they are relatively soft
and scratch easily. At approximately 225F, transparent plastic becomes soft and pliable.
Reinforced Plastic
Reinforced plastic is used in the construction of radomes, wingtips, stabilizer tips, antenna
covers, and flight controls. Reinforced plastic has a high strength-to-weight ratio and is
resistant to mildew and rot. Because it is easy to fabricate, it is equally suitable for other
parts of the aircraft
Composite and Carbon Fiber Materials
High-performance aircraft require an extra high strength-to-weight ratio material.
Fabrication of composite materials satisfies this special requirement. Composite
materials are constructed by using several layers of bonding materials (graphite epoxy or
boron epoxy). These materials are mechanically fastened to conventional substructures.
Another type of composite construction consists of thin graphite epoxy skins bonded to
an aluminum honeycomb core. Carbon fiber is extremely strong, thin fiber made by
heating synthetic fibers, such as rayon, until charred, and then layering in cross sections
2. Structure
Main learning objective is identify the construction features of the fixed-wing aircraft
and identify the primary, secondary, and auxiliary flight control surfaces. The principal
structural units of a fixed-wing aircraft are the fuselage, wings, stabilizers, flight control
surfaces, and landing gear. Image 2.1 shows these units of a naval aircraft. The terms
left or right used in relation to any of the structural units refer to the right or left hand of
the pilot seated in the cockpit.
FUSELAGE
The fuselage is the main structure, or body, of the aircraft. It provides space for personnel,
cargo, controls, and most of the accessories. The power plant, wings, stabilizers, and
landing gear are attached to it.
There are two general types of fuselage constructionwelded steel truss and monocoque
designs. The welded steel truss was used in smaller Navy aircraft, and it is still being
used in some helicopters. The monocoque design relies largely on the strength of the
skin, or covering, to carry various loads. The monocoque design may be divided into three
classesmonocoque, semimonocoque (Image 2.2), and reinforced shell.
STABILIZERS
The stabilizing surfaces of an aircraft consist of vertical and horizontal airfoils. They are
called the vertical stabilizer (or fin) and horizontal stabilizer. These two airfoils, along with
the rudder and elevators, form the tail section. For inspection and maintenance purposes,
the entire tail section is considered a single unit called the empennage.
The main purpose of stabilizers is to keep the aircraft in straight-and-level flight. The
vertical stabilizer maintains the stability of the aircraft about its vertical axis (Image 2.4).
This is known as directional stability. The vertical stabilizer usually serves as the base to
which the rudder is attached. The horizontal stabilizer provides stability of the aircraft
about its lateral axis.
This is known as longitudinal stability. The horizontal stabilizer usually serves as the base
to which the elevators are attached. On many newer, high-performance aircraft, the entire
vertical and/or horizontal stabilizer is a movable airfoil. Without the movable airfoil, the
flight control surfaces would lose their effectiveness at extremely high altitudes.
SPOILERS. Spoilers are used to decrease wing lift. The specific design, function, and
use vary with different aircraft. On some aircraft, the spoilers are long narrow surfaces,
hinged at their leading edge to the upper surfaces of the wings. In the retracted position,
they are flush with the wing skin. In the raised position, they greatly reduce wing lift by
destroying the smooth flow of air over the wing surface.
SPEED BRAKES. Speed brakes are movable control surfaces used for reducing the
speed of the aircraft. Some manufacturers refer to them as dive brakes; others refer to
them as dive flaps. On some aircraft, they're hinged to the sides or bottom of the fuselage.
Regardless of their location, speed brakes serve the same purposeto keep the airspeed
from building too high when the aircraft dives. Speed brakes slow the aircraft's speed
before it lands.
SLATS. Slats are movable control surfaces that attach to the leading edge of the wing.
When the slat is retracted, it forms the leading edge of the wing. When the slat is open
(extended forward), a slot is created between the slat and the wing leading edge. Highenergy air is introduced into the boundary layer over the top of the wing. At low airspeeds,
this action improves the lateral control handling characteristics.
LANDING GEAR
Before World War II, aircraft were made with their main landing gear located behind the
center of gravity. An auxiliary gear under the fuselage nose was added. This arrangement
became known as the tricycle type of landing gear. Nearly all present-day Navy aircraft
are equipped with tricycle landing gear.
The tricycle gear has the following advantages over older landing gear:
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3. Damage
Harm or injuty to a person, property or system resulting in impairment or loss of function,
usefulness, or value.
Aircraft Structures
Aircraft structures are built to minimize weight while increasing safety and reliability.
The analysis and design of flight structures takes into account static strength, buckling
strength, and fatigue life.
The significance of fatigue failure has led to a differentiation in fatigue failure types, such
as reported in (Suresh 1998). A sequence of variable loads and thus stresses and strains
leads to mechanical fatigue or cracking. Cycling loads in conjunction with high
temperatures results in creep-fatigue. The presence of a chemically aggressive
environment causes corrosion. The variety of corrosion types includes pitting, galvanic,
intergranular and exfoliation corrosion. Cycling loads with sliding and rolling contact lead
to sliding and rolling contact fatigue, respectively. Fretting fatigue is another form of failure
due to cyclic stresses and oscillatory frictional motion between components. Cracking and
corrosion are the most common mechanisms of fatigue structural failure in aerospace
engineering. All metallic components exhibit different stages of fatigue damage. These
can be classified as:
Image 3.2 Structural damage after MAFT: (a) types of structural damage; (b) types of
fatigue cracks.
Maintenance Programs
The successful utilization of new materials and structural concepts relies on maintenance
programs that cost-effectively ensure passenger safety. Maintenance programs are
evolved and developed for each new type of aircraft based on previous experience with
similar materials, engines, components, or structures. New materials or structures, for
which experience is limited, are observed more frequently until a basic level of confidence
is established. Time extensions to inspection intervals are based on observations made
during routine service checks.
The objectives of an effective maintenance program are as follows:
Ensure, through maintenance activity, that the inherent safety and reliability
imparted to an aircraft by its design are sustained.
Obtain information for design modification when inherent reliability is not adequate.
Structural Maintenance
Any new aircraft program is based on assessing structural design information, fatigue and
damage tolerance evaluations, service experience with similar aircraft structures, and
pertinent test results. Generally, the maintenance task evaluates sources of structural
deterioration including accidental damage, environmental deterioration, [Fig.4.2] and
fatigue damage; susceptibility of the structure to each source of deterioration; the
consequences of structural deterioration to continuing airworthiness including effect on
aircraft (e.g., loss of function and reduction of residual strength, multiple-site or multipleelement fatigue damage, the effect on aircraft flight or response characteristics caused
by the interaction of structural damage or failure with systems or power plant items, or inflight loss of structural items); and the applicability and effectiveness of various methods
of detecting structural deterioration, taking into account inspection thresholds and repeat
intervals.
Component Maintenance
The reliability of a part or component of aircraft hardware is only as good as its inherent
design (supported by adequate maintenance) allows it to be. Hence, it is generally
accepted that:
There are three approaches to preventative maintenance that have proven to be effective.
The first method, hard time, involves removing a unit from service when it reaches a preordained parameter value. The second method, functional check or inspection, involves
flight loads, thermal and environmental cycles, and aircraft operation and servicing
activities. A number of valuable lessons have been learned from previous experience with
metallic and composite structure in the current fleet. These lessons provide evaluation
criteria in the application and servicing of new materials and structures.
Consideration of aircraft maintenance and repair procedures is a critical part of the
development and application of new materials and structures. Previous service
experience with metallic and composite structures supports the importance of a
maintainable design. The experience of the aging fleet with metallic structures provides
lessons in corrosion prevention and control as well as detection and control of multiplesite fatigue damage through appropriate analysis methods, improved component
designs, and focused inspection and maintenance. Experience in thin-skin composite
components suggests emphasis on robust and durable component design and
standardization of repair criteria, materials, and procedures.
5. Ageing
Ageing is a gradual process in which the properties of a material, structure or a complete
system change to be worse, and the causes could be for the time of service, and for
instance the number of cycles that pieces or structures can have, this due to biological,
chemical or physical agents. Some clear examples are corrosion (degradation of a metal
due to chemical or electrochemical reaction), wear (is removing material from a surface
and results of mechanical reaction) and obsolescence (significant reduction in the
usefulness or value of a property).
If we think about airplanes, so we can note that an aircraft begins to age as soon as it
starts to fly and a lot of effects of aging begin to occur very quickly. However, the term is
usually applied when an airplane began to have more age than the average age of similar
class aircraft.
An important accident occurred in 1988, in which Aloha Airlines lost an airplane, a Boeing
737-200 that has 20 years old, suffered a partial disintegration, the plane took off with 95
people on board (90 passengers and 5 crew members), at the altitude of 7,315.2 meters,
the roof and most of the lateral fuselage until wing section broke off, leaving the plane
depressurized and with a third of the passengers exposed to strong winds and
temperatures of -20 C. So the plane made an emergency landing. Then after a long
investigations by the National Transportation Safety Board (NTSB) and the Federal
Aviation Administration (FAA), was determined that the cause of the incident was caused
by a metal fatigue in addition to humidity which was exposed, specifically for the
simultaneous presence of small cracks at multiple rivet locations that were sufficient in
size and density to contribute to this catastrophic event.
This type of aging aircraft referred to as widespread fatigue damage (WFD), shows the
importance of structural integrity of aging aircraft due to long-term and high frequency inservice use.
In load bearing skins of large aircraft in which the skin itself carries a significant
structural load;
From fastener holes such as those for rivets, bolts, nuts and screws where
localized stress concentration can initiate premature cracking.
G73T, vicinity Miami Seaplane Base FL USA, 2005: One dramatic and fatal
example of structural fatigue was a 58 year old Grumman G73T Turbo Mallard
Seaplane which in 2005 shed the complete right hand wing whilst on a domestic
revenue flight in the USA when the main spar failed.
B741, en-route, Gunma Japan 1985: On August 12, 1985 a Boeing 747 SR-100
operated by Japan Air Lines experienced a loss of control attributed to loss of the
vertical stabilizer. After the declaration of the emergency, the aircraft continued its
flight for 30 minutes and subsequently impacted terrain in a mountainous area in
Gunma Prefecture, Japan.
AAIB Report on accident to Concorde 102 G-BOAF, over Tasman Sea, about 140
nm east of Sydney, Australia, on 12 April 1989: In 1989, a large part of the rudder
of a Concorde supersonic aircraft fractured and separated in flight due to failure of
the composite material which was attributed to moisture ingress over a significant
period prior to the accident.
REFERENCE:
New Materials for Next-Generation Commercial Transports (1996) Chapter: 7 Aircraft
Maintenance and Repair