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N_s.a,_C_,°l-91112
SOW #421F93ADP01-7
6 December 1993
AE 421/02/A
Lead Engineer: Scott Ariotti
Team Members:
M. Garner, A. Cepeda
J. Vieira, D. Bolton
Submitted to:
Dr. J. G. Ladesie
(NASA-CR-197172)
N95-12993
CA3IN-FUSELAGE-WING STRUCTURAL
DESIGN CONCEPT WITH ENGINE
INSTALLATION (USRA) 87 p
Unclas
G3/05 0026160
Table of Contents
The purpose of this project is to provide a fuselage design include expanding the fuselage
fuselagestructural
assembly and wing structural cabin to accept a third occupant in a staggered
design thatwillbe ableto withstandthe given configuration and providing ample volume for their
Federal AviationRegulationPart23 (FAR 23) and will move forward so the engine needs to be move
the Statement of Work (SOW). The goal isto aft to compensate for the difference in the moment.
provide a durablelightweightstructure
thatwill This required the provisions of a ring frame
transfer
the appliedloadsthrough the most efficient structure for the new position of the engine mount.
maintainability
of the structure
willalsobe design include resizing the wing for the increased
with providingadequatestiffness,
reliability,
and great number of stiffeners inside the boom, this
fatiguelifeas statedin the SOW. Considerations problem will result in relocating the fuel tank.
need to be made for controlsystem routingand Finally, an adequate carrythrough structure for the
cabin heating/ventilation.
The goal of the wing wing and fuselage interface will be designed to
structure
and carrythrough structure
isalsoto effectively transmit loads through the fuselage.
provide a simple,lightweightstructure
thatwill 2. Description
be channeled through variousinternalstructures stiff structure that will maintain the proper shape
considerations
were to includespace for flaps, FAR 23. The applied loads are distributed through
ailerons,
fueltanks,and electrical
and control the use of various members such as longerons, ring
F93-2A-11L3
frames, bulkheads, and skin. These provide paths Radio Services (JAARS) seat, that is certified under
for bending moments, torsion, and shear flow. The current FAR 23 dynamic erashworthiness
longerons of the fuselage assembly are extruded conditions, and four point seat belt connections to
7075-T6 Z - channels under the floor and 2024-T3 the fuselage structure. The seat adjustments are
brake formed C - channels along the sides. relative to pilot physique, and the geometric extent
Lightening holes are cut in the extruded longerons of travel provide acceptable limits for human
to reduce weight. In addition, stiffeners have been comfort while maintaining aircraft control.
used along the bottom, in between the Z - channels, 2.4 Win_ Structure
to account for torsion produced by the occupants 2.4.1 Front Spar and Lug
during emergency landing conditions. The process of designing the front spar
2.2 Nose Cone/Engine Mount Assembly began by determining the position within the given
The nose cone assembly is fabricated out airfoil that would allow the height to be a
of a fiberglass/epoxy composite and is installed maximum. For the NLF 0414 airfoil the maximum
using flathead screws. The structure can be easily thickness occurs over a range of 25% to
removed to allow for easy access to the nose gear approximately 70% of the total chord length,
assembly. The powerplant is installed directly to thereby placing the spar at 25% of the chord.
the aft ring frame. A series of longerons leading After determining the position, several
from this ring frame to the aft bulkhead provide ideas were considered for construction from a series
adequate stiffness for the engine during all loading of extruded I - beams to brake-formed C - channels.
The minimum volumetric requirements bottom by NAS 344 series extruded aluminum
need to assure adequate occupant safety, seating, T-sections. This built-up member would then be
and cabin ingress and egress. These areas are attached to the carrythrough using machined,
provided for by using the Jungle Aviation and quadruple shear, 4340 steel lugs and shear bolts.
F93-2A-1R3
Usingthetotallift distribution,
shearand were almost identical, thereby allowing the design
bendingmoment
diagrams
weregenerated
for the of the spar caps to depend on the respective shear
entire wing. From the maneuvering point (A) on the and bending moment diagrams for each section.
V-n diagram 88% of these loads were applied to The spar caps needed to provide the required
the front spar as a result of a chordwise equilibrium moment of inertia and subsequentially the available
analysis. From these loading diagrams a required section modulus (S) is plotted versus the required
section modulus was determined at intervals along section modulus. In the case of the available
T-section were then chosen, based on the required was chosen as the spar cap at the root of the wing
section modulus and available sizes of stock NAS and varied to a NAS 344-2 at the tip. This built up
344. In order to accommodate the increased loads member would then be attached to the carrythrough
imposed by the tail boom and landing gear a large using machined, quadruple shear, 4340 steel lugs
The design of the rear spar was performed The carrythrough structure was initially
similarly to the front spar. For strength/weight designed as a continuation of the front and rear
efficiency the spar was designed as a built-up shear spars, but due to the configuration of the tail boom,
web type, incorporating T - sections spar caps and the location of the engine the carrythrough was
attached to a aluminum shear web. The rear spar modified significantly to accommodate the loading
was located approximately at the 67% chord on the conditions. The front spar carrythrough
airfoil and was designed to take up 12% of the total incorporated two C - sections riveted together and
lifting load of the entire wing at the maneuvering attached to the ftrewall of the aircraft. The rear
point (A) on the V-n diagram. spar carrythrough was designed with a half-hoop
Since the wing was chosen to a NLF 0414 C - section connected to another C - section on top
airfoil,
the heightof the frontsparand rearspar of the hoop, this change was necessary due to the
F93-2A-1R3
location of the engine. (Ref. Dwg. F93-2A-104-7) The JAARS shoulder harness must
3.1 Fuselage Bending, Part 23. The attachment bolts have a bearing stress
The highest bending loads are imposed on of 99 ksi. In order to accommodate this stress an
the structure during the landing condition. In order extruded aluminum T - section was sized under the
to comply with FAR Part 23, the structure must be following conditions:
passengers, the .IAARS system, and the nose gear D_t = 0.5in.
landing loads are reacted through the floor structure The resulting
thicknessof the T - sectionis0.220
and the longerons to the wing main spar. This inches. A similarevaluationof the rearoccupant's
moment calculation is shown below. harness attachment yields similar results with a
The bending moments from the nose gear load are assumed to be 12,000 in lbs, and is reacted through
M_, = 727.2(10 _) Ib-in and the resulting stress is the engine mounts to the ring frame. This, in ram,
This bending stress is less than the given ultimate frame area of 1,773 in2, the resulting stress of 136
stress of 4g ksi, and this results in a margin of psi is well under the F_t of 1778 psi prescribed
safety of 0.363. using the method outlined in Niu (Fig 5.4.6 lag
3.4 I_,_rldin_ Load Torque forward buckling load. The C - sections have an
A torque of 81,300 in-lbs is imposed on ultimate margin of safety of 2.14. The thickness of
the fuselage during emergency landing. the members can be changed to allow buckling at
As with the engine torque considerations, the skin 3.7. I Lower Sldn
thickness and rivet spacing must be determined to Using a 3/16" diameter rivet and assuming
withstand the buckling loads caused by the a maximum rivet spacing of 1.5 inches, the
torsional moment. The stress due to shear flow is maximum bearing stress on each rivet is 510 lbs.
8,470 psi. Using Niu's method, the critical stress The bearing and ultimate stresses on each rivet was
for buckling of the skin is 13,900 psi. The 675 lbs and 966 Ibs, respectively, and the ultimate
resulting margin of safety is 0.09. margin of safety was 0.324 and the bearing margin
bending stress on the fuselage structure which is Using a 1/8" diameter rivet and assuming a
reacted through a series of 15 inch C - section maximum rivet spacing of 1.0 inch, the maximum
longerons to the spars. The eleven longerons each bearing stress o12 each rivet is 3.4 lbs. The bearing
carry a stress of 15.6 ksi, thus allowing for a and ultimate stresses on each rivet is 281 lbs and
margin of safety of 1.56. 429 lbs, respectively. The ultimate and bearing
Upon impact during an emergency landing, The design of the engine mount requires
the engine longerons must withstand an 18g mounting bolts to withstand the shear load of an
F93-2A-IR3
l$g impact. With four 112" bolts the required shear From this data the percentage of these loads were
load each must withstand is 10.8 ksi. A sheet decomposed onto the front and rear spar.
The shear stress on the nose gear mounting Using a static equilibrium analysis about the front
plate and bolts was calculated using four 1/2" bolts. spar position, the force on the rear spar required to
The supporting C - section is designed to help carry balance with the normal force at the center of
the loads through the fuselage. The thickness of pressure was calculated to be 1093 pounds.
the plate required to avoid a tear out was 0.0951 From these calculations, it was shown that the front
3.10 Wing Structure maneuvering speed while the rear spar carries 12%.
The fh'st task undertaken in the design of Mps= (Na *XA) - (Fas* (24.6) ) =0
=(9182.2.93) - (Fas* (24.6)) =0
FRs=IO931bs
the wing structure was determining the loads
FFs=NA-FRs
=9182-1093
induced on the wing at the maneuvering and dive F_s= 8089 ibs
condition.
ra=CL*qa*S_
=1.4 (43) (152)
=9150.41bs
D,= (C_o+kC_)*qA*Sw
=(0.00785÷0.056"1.42 ) (43) (152)
=7691bs
NA--Vr'('9150.42 ÷7692 )
=91821bs At dive speed, the rear spar bears a greater load due
The load distribution between the spars at the dive diagrams were plotted versus wing station.
20
Figure 2
trapezoidal lift distribution. Taking the average of
II
shown m figure 1.
I
\
i
\
4
\
? ,....
J
Figure 3
• .'_._-_.
%
I Using the percentages calculated m section 3. I0.1,
Figure 1
F93-2A-1R3
& T=-q*C.*SLoc*c_oc
4_ AT=(119.5) (-0.07) (3.07) (2.91)
A T =--74.73 inlbs
--...,
?! "%
WlllG STATIOg (111) over the various flight condition. The boom torque,
Figure 4
produced by the tail force, was determined as
follows,
FRONT SPAR MOMENT DIAGRAM
NONENI lINt B$I [lillSJllt)
nz _w f4 .4 210--95_
ffi6
0 .51b/ f C
\ \
\
w=381b/fC 2
Lr=w*Sa.zffi
(38) (55.3)
|1 1[I II tO 100 120 140 }SD IIlO 152
Lr=21OOlbs
W iilG STATION (IWI
Mz=Lz*d_= (2100) (165)
Figure 5 M_=346500inlbs
landing loads. The torque produced by These torques are plotted versus wing station to
aerodynamic loads were calculated for dive, produce the torque curve shown below.
F93-2A-1R3
\
\
\
3.11.1 Temperature
REAR SPAR MOMENT DIAGRAM
Cabin ventilation has been incorporated to
WOW_NI IIX.tISI II|o,l|llsl
of the aircraft.
Wing Torsion
:iii:iiiiii:iii:
iii:iiii= pressurized civil aircraft registered in the United
w_asmmon)
with supplemental oxygen for necessary crew
Figure 8
members and passengers for the given conditions,
9
F93-2A-1R3
up to 16,000 feet, defined by the FAR's. humidity is expected to condense on the front
3.11.3 Sand and Dust windshield and side windows. A heated defrost
All external surfaces will be coated with system has been integrated into the aircraft to
chip resistant aircraft paint to withstand dust and eliminate windshield condensation.
will be outfitted with plastic washers between All doors are to be equipped with seals
moving parts to reduce friction damage caused by designed to prevent water inmasion and subsequent
particle matter. All windows will be sealed with freezing of the latch mechanism. Teflon or plastic
rubber weatherstrip to keep out excessive sand and washers between metal hinge parts will help
dust. Air filters are to be installed in the intake prevent icing of the door hinges.
system damage by sand and dust. All skin panels and interaal supporting
All windows and doors will be outfitted excess of those encountered by the weight of 20
water intrusion and subsequent damage. Filters are 3. I 1.8 Salt/Fog Atmosphere
to be installed in the engine air intake ducts to All external skin panels are manufactured
prevent excessive water accumulation. Drainage from 2024 aircraft aluminum to resist corrosion
holes are to be made in the air ducts at locations from saltand fog. Rivets and interface materials
snsceptable to water accumulation and icing. have been chosen that will resist corrosion also.
All external skin panels are manufactured will help to prevent corrosion as well.
from 2024 aircraft aluminum and resist corrosion 3.11.9 Wind and Gust
under the conditions specified in the SOW. At The fuselage structure has been designed
certain cabin temperatures and pressures, excess to withstand gust loadings as def'med by FAR Part
I0
4--"
F93-2A-1R3
4. Structural Substantiation
Fry = 47 PSi 0vlS)ty = 0.60
4.1 Floor Structure Bending Due to Occupants
Ftu = 62 Psi (MS)m= 0.41
Under aerodynamic loads, the occupants
4.3 Skin Bucklin E Due to Landing Load
exert a bending moment on the floor members that
The torque that the occupants produce
needs to be counteracted. This is accomplished
during the landing criteria stated in FAR 23 is
with the use of 4 NAS346-45 7075-T6 channels
absorbed by the torque box formed by the under
(see dwg. F93-2A-102-7). Values for the beams
floor carry through (see dwg F93-2A-102-7; Section
are Ixx = 0.7258 in 4 (4 beams) = 2.9032 in 4.
A-A). The torque produced is 81,300 inlbs through
f_My_ (82800) (I.5) an area of 120 in2 and skin thickness of 0.040 in.
I 2.9032
f=42.8ksi
(MS)bu = 0.09
Fty = 76 ksi (MS)ty = 0.78 4.4 Skin Bueldin_ Due to EnLwine Torque
Ftu = 83 PSi (MS)tu = 0.29 The torque that is produced by the engine
4.2 Fuselage Bendin2 Due to Nose fear Load the fuselage skin. The calculation is the same as
This is a worst ease of the aircraft landing that in 4.3 with the following changes,
f=_=_=136p.s.i.
longerons and underfloor members. The simplified
11
e.-
F93-2A-1R3
12
a-
F93-2A-1R3
s= I---z=z"
y °i (_-_=)
Fatigue estimations were performed on the
SR_=I. 01 ( 88282 ) =5.03inches 3
78000 "
spar caps using half of the weight of the aircraft
s,_ZL = _11.55 5 .63 inches
= 3
distributed over the spars as designated in 3.10.1.
The section modulus plotted over the span of the
Pfs=920 lbs and Prs=3241bs at a distance of 44
wing for the both spars yields the following curves.
inches. Using the S-N curve from Fig 3.7.4.1.8(g)
SECTION MODULUS
FRONT SPAR f_Pl_ (940) (44)
S (5.63)
5FCIIO)I IiODIIHI$ [IN :=) free.a=7190p, s. i.
fmx=2.2 fme_=2.2 (7190 )
fmax=1518p. S. i.
N=2 (10 s) cycles
Figure 9
Shear flow is determined from the torque
2
.',,,
1,_ q=7 09 ib/ in ch
t h
2,5 fc._.=5672p. s. i.
_'1 _ ------- ..-... ,.__....i,__. '
f_c=fc.c.(i. 5) =5672 (I. 5)
0
2 _2 42 II li 101 I:'J 120 122 _111 IS2 f_zf8508p.s, i.
WIWG STATIOW {IWI
" _,2
J =5 (107)(-_T_-
0.125)2
_5 IIllllll ",-,I-- _ Illnl1211 F=_t=_
F=zlt=10,088p. S. i.
Figure 10
(MS)b = 0.19
13
F93-2A-1R3
f =--q (___hD )
previously. See drawing F93-2A-104-7 for a
709 ( 8.8
fs_,o- 0 . 125 8 .8-5 .25
complete list of thicknesses.
fs_ =14. lksi
P
fa- (4 (A)
14
at-
F93-2A-1R3
calculating flange thicknesses required over stresses ring frames,bulkheads,and skin. The floor
for bearing, tensile, tear out, and fatigue, the longeronsof the Quest PFT are manufactured from
thickest requirement came from tensile stress. The 7075-T6 Aluminum extrusions,
while the remaining
flange thickness needs to be .125 inches to satisfy components aremanufactured from 2024-T3
the tensile stress requirement. Fatigue assessments Aluminum sheetbrake formed and fittedto shape.
Using the same procedure as the front lug use AN430DD-8 rivets. Aircraft quality AN
the bolt diameter was found to be 7/16 inches and designation type bolts are used to mount the engine
the flange thickness in quad shear was .114 inches. and nose landing gear. The skin thickness was
As before the lug thickness was checked for each changed under the belly of the aircraft in order to
type of stress and tensile stress was the sizing account for the torsional loading produced by the
factor. occupants.
The carry through structure for the wing is The engine mounts to a ring frame
designed to carry a pure bending moment. The attached to the rearward bulkhead by the use of
shear reactions are taken up by the fuselage brake formed aluminum meet e channels. The
structural members. The pure moment, determined engine truss is mounted to the ring frame with
from the moment diagram, is taken up in the reinforcing brackets attached to the longerons.
moment of inertia (Ifronr=31 Irear_10.8 in4) for the Engine maintenance is accomplished through the
carry through. use of engine cowlings located on the left and right
comprised of four main components: longerons, requires allowing space for the routing of this
15
F93-2A- 1R3
system. This is provided via a channel running which may have to be cadmium plated to resist
between of the four floor longerons. This system corrosion. The lug is connected to the spar cap on
will incorporate push-pull rods for control. Access the respective spars with the use of 0.25" diameter
plates located under the fuselage. The venting 5.6 Winz Carr_tthrou_h Structure
system runs along the side of the aircraft in The wing carrythrough structure was one
between the two side longerons. The blower is of the difficulties encountered in the design of the
located under the engine and fresh air is provided wing. The front spar carrythrough was assembled
via the air cooling vents on the engine. This using two 2024 aluminum sheet brake formed
system is easily maintained from the same location c-sections attached to the firewall by 24 bolts sized
of the engine cowling doors. according to the moment produced at the root of
5.4 Front and Rear Spar the wing. The rear spar was modified slightly,
The front and rear spar is comprised of wherein a half-hoop aluminum sheet c-section
two main components: the spar caps and shear brake formed was attached to a straight c-section on
web. The spar caps are manufactured from 7075- top of the hoop. This was done in order to
T6 Aluminum extrusions T-sections with varying compensate for the engine location, while at the
section properties. The shear web is manufactured same time providing support for the engine.
from 2024-T3 Aluminum sheet formed and fitted to 5.7 Internal Wing Structure and Skin
shape with varying thickness to account for the The sizing of the ribs, along with the
shear flow. These parts are connected using high spacing were designed from the torsion induced
quality NAS 1304-4P steel bolts and rivets. from the aerodynamic loads of the aircraft. The
5.5 Front and Rear Lugs ribs are manufactured from 2024 aircraft aluminum
The lug assembly is comprised of one brake formed and fitted to shape. Various
piece shaped to the designed configuration. It is stiffeners were also placed in the wing to help meet
composed of a high strength steel (4340 steel), the required buckling criteria. The entire wing skin
16
F93-2A-1R3
is rivetedtogether
usingqualityAN rivets, the skin 144 lbs. The weight for the structure in the two
is manufactured from 2024 aluminum sheet of seater version was 131 lbs. An increase in 13 lbs
0.032" thickness outboard of the tail booms, and for the structural weight to support the loadings
0.05 _ thickness inboard of the tail booms. This imposed by a third passenger seems to be valid.
was designed due to the large torsion produced by The total weight of the aircraft wing is 269 Ibs.
the booms. Finally various access panels or holes The weight for the two seater version was 253 Ibs.
were placed at strategic locations in order to Thereby, an increase of 13 lbs, also, for the third
provide for maintenance of the wing and control passenger seems to be valid.
systems.
17
z-
F93-2A-1R3
wm 8 Weight Estimation
GAGE WEIGHT
28 0.02 4.010104
BUCKLE STIFFENER (#10)
4 0.05 4.52682
SPAR SHR WEB (49-76)
18
F93-2A-
1R3
FRONTLUG 4 1 12.9614
REARLUG 4 I 6.9618
SKINS: 0
The goal of this design project is to components such as the twin tail booms, the
provide a cabin fuselage structure detail design landing gear, and the wing were performed and
along with an adequate wing structure that meets decomposed into the sizing of the total wing
the loading criterion defined by FAR Part 23. structure. This included sizing the front and rear
Control systems and ventilation routing have been spar and lug, the wing skin, ribs, along with other
designed for ease of maintenance and removal. parts. The location of the wing on the mid-fuselage
Volumetric cabin requirements were also met that required a different approach to designing the wing
assured adequate spacing and safety of the carrythrough structure. Also the large torsion
occupants. Calculations of the torsion, or shear produced inboard of the tail booms required a
flow, induced by the occupants required a change change to the skin thickness to counteract this
to the original floor design in which stiffeners were torque. The cabin was expanded to accommodate a
added to counteract these loads. Calculations of the three-seat passenger configuration. The new engine
19
F93-2A-1P.3
2O
Appendices
.t---
lOO0
-- | ! I I _ i II 1 I' h I _111 I | | d _ |_
-
- _
_._ Theoretical
_ Y
_ A
I
loo
- . ,
- _E "t '
10
f
7 70 100 1000
I
!
Fig. 5.4.5 Compression buckling coefficientsKc(circular cylinders).
12
10
gl
3 4 5 6 7
_(a - tonsside)
P_ PAGE I_'LA.!4"K
NO]" FP.J,,'.,_::D
1 D
6.2 Lightly Loaded Beams 0.25 _< -- < 0.75;
h
The ideal construction for most shear-carrying beams
is a tension field (or diagonal tension beam per Ref. web thickness 0.016 _< t _< 0.125
6.8). However, in some cases it is advantageous, and
in other cases necessary, to incorporate circular, 0.3 _<--D_< 0.7: 40 _<-h _< 250
b t
flanged holes in the beam webs. These cases come
under two main categories:
• Lightly loaded or very shallow beams. In such
eases it may not be practical to construct an effi-
ciently designed tension field beam because of H _ Cap centroid
H
i i
I (inch)
f ,.25 .t .3 , .4 !i.45 J .5 i .5 i'.55 _j_:
(inch) '.5 i I
I,
(a) Lightening holes of typical _.L__.I_ II I ,.-K.,.
2Si [ 0._ _. I
;t
flanged) r.
- o.lss
O.-- Outside.diameter i.o.I
22 . ,q ;
_- D- Inside diameter
2o -\ o. ,, _ o.-_
Do D a 18 \, -, _ I / \\Na\\ 0.5
70,
...... : : : : ::
: : : : :: : : : : .-:
: : : : :: : : : : ::
: : : : :: : : : : ::
: : : : :: : : : : : :
...... : : : : : :
i ": _ .'-"-_ i i i i iiig
i i i iiii i i _ iiVi
_ i i i_i i i i i!iii
....... : :- _ _ ..-..-_:
: : : : : :1. i i ii!_i
_ -""-: i i i iii_ .. :. _ :- . :..:
i _ !i'gi
" : : . ': .: " : :'i : : : : :::
i _x .:
i i i i iiii
.............
! i i i!ii ! _ i i_.:.
ii
....... : : : : :::
i i iliii : _ _ i li ii
: : : : :: ; : : : :::
. -: _ - -- i : - . ...:
: : : : :: : : : : :::
: : : : :: : : : : :::
: : : :_" _ i i+iiii
: : : : ::
: : : : ::
: : : : ::
: : : : :::
:. - :..._.
i ! i i i i!! ..... ill!i!
FIGURE 3.7.4. 1.8(g). Best-fit S/ N curves for notched, K, = 4.0, 7075-T6 aluminum alloy sheet,
longitudinal direction.
Loading - Axial
Properties: TUS, ksi .TYS, ksi Temp., F
Frequency - 1100 to 1800 cpm
82 76 RT Temperature - RT
Environment - Air
(unnotehed)
82 RT
(notched) No. of Heats/Lots: Not specified
Reference: 3.2.3.1.8(b), (f), (g), and (h) [Caution: The equivalent stress model may
provideunrealistic life predictions for stress
ratios beyond those represented above]
3-366
v,._';_
. .,(,,_¢_',o;,_ I_ #rcK NOT FtL _,!"___
MIL-HDBK-SE
1 June 1987
°41
1iliiiilt
iiiiii!i
.
++ .........................................
i
)
_ i _i_ .+
i i l)i))
.....iiiii
: : : : :::: .....
: : : : : :::
: : : : :: : : : : ::::
: : : : :::: : : : : :: : : : : ::::
: : : : :: : : : : :::.
........ : : : : :
• i i i ili)_ : : : :: : : : : ::
!: i: i: iii i: _: i: ili
: :: : ::
: : : : :: : : : : ::
: : : : : : : : : ::: : : : : ::::
i ii iiii i i i iilii
............ : : : : ::
: : ::::
:.,: :
: : : - : : .... " _I-_
: : : : ::::
: : : : ::
: : : , . - " : ! ".. _ _ "_ ! _
: : : : : : : : : ::
: : : : : : i " _ !:: _ " - _ -i
°" i ) )i)ii ......!i i :::::_
i io+"
O,
......... i ! i i!+ii
" +
) ++)i+)+"+ ))+)+
: : : : ::*. : . : : ::
_o' io'
FIGURE 3.2.3.1.8(ta). Best-fit S/ N curves for notched, K, = 4.0 of 2024-23 aluminum alloy sheet,
longitudinal direction.
1 Loading- Axial
Properties: TUS, ksi TYS, ksi Temp., F
Frequency - l I00 to IgO0 cpm
73 54 RT Temperature- RT
Environment -_ Air
(unnotched)
67 -- RT
(notched, No. of Heats/Lots: Not specified
K,: 4.0)
Equivalent Stress Equation:
Specimen Details: Notched, Kt = 2.0
Log Nr = 8.3-3.30 log (S_q - 8.5)
Notch Gross Net Notch
Seq : S_ (I-R)TM
Type Width Width Radius Standard Error of Estimate = 0.39
Standard Deviation in Life = 1.24
Edge 2.25 1.50 0.057 R-': 90%
Edge 4.I0 1.50 0.070
Fillet 2.25 1.50 0.0195
Sample Size : 126
220
STRESS _qTSO
280 o -4.00
÷
: : : : :::: 0.54
180 ...................... " " • ":" "'.' '7 ! ":':'H
_IS! 4342
R_N-C!JT
K_-2.O
.
..... . ÷ : _ : :::::
168
v
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....! i _/!__!i...... ! _ i _:
i _ "..... _i i '._":
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: :1:: NOTE: STRESSES ARE BASED "
w
n."
_- 120
m .... __i_!:?_[.....?"i_::?il ....1iii"_4 .....i:ii!:i '.....:_
D
I2 100
x
n-
I: 80 _',i',',ii',',
1i ii!iiiil: :,:......
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:
60 ..... i...i-- i-i- .i-i-ii._..... i... !._'i\ ._ _!.:.i i ..... i- -:'i"_'_-! ii ..:..... :.-:
i/ ii il F°_-__! _" ;-
.....
ii.....
iii.....
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48
28
103 IO" I0 s 10 _ !0' !_ _
FIGURE 2.3.1.3.8(n). Best-fit S/ N curves for notched, K, = 2.0, AISI 4340 alloy steel bar, 1:,, = 260 ksL
longitudinal direction.
Specimen Details: Notched, V-Groove, K t = 2.0 Log Nf = 9.46-2.65 log (St_- 50.0)
Seq = Sraax (1-R)0.64
0.300-inch gross diameter
Standard Error of Estimate = 0.22
0.220-inch net diameter
Standard Deviation in Life = 0.34
0.030-inch root radius, r
R 2 = 58%
60 ° flank angle, to
c
_{ C- - o, tg
-ooe_
( ,:bo
v,,'_.I =. gO I_,_]
)_co = g_'$"
lloo = _3g" '
I0=o= 9_8
"0,11_
J =/0o I= 2./_9
..ze'oO = .Z_'Z.
- 0,1',_
o.6_g2 -,2,_l# Iv,,,
/s_
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PART 23 APPE_'DIX A 93
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POUNDS/SQ. FT.
DESIGN MANEUVERING WING LOADING nl_
Fzou-_ A6---Avera_ Umlt control suttee loading.
_OLDOUT FRAME /"
Wing
0 20 z_O 60 80
To
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#OLDOUT FPJ_,_ A
:ation (in.)
100 120 140 160 180 200
I, IIl,l,i,l,l,lll
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MS20450DD-8
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Rivet Spacing 2.0"
tail boom
inborad of / X
, I!11'
Ill.OUT FI:".P_,
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Press
MS20426DD-5
Rivet Spacing 1. 25"
outboard of tail boom 1 Panel Flat Wrapped
from top of rear spar
1 Panel Upper Surface to bottom of rear spar
1 Panel Lower Surface
from front spar to rear spar
:e
e ]]IHF..NSZI3N Trtl ERANCES EMBRY-RIBBLE AERONAUTICAL UNIVERSITY
UNLESS I'ITHERVISE SPECIFIED DAYTONA BEACH FLORIDA
ailing edge EEC.LPP_6
SCAL_ DRA_/N BY
,XX + ,01 J. VIEIRA
,XXX + ,001 TITLE
WING SKIN PANEL LAYOUT
+__i/2 °
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Rudder/Steering m
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//
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DIMENSION TOLERANCES
UNLESS OTHERWISE SPECIFIED DAYTONA BEACH FLORIDA
B'_'-'__7
DRAWN _
.XX :i: .01 B 110-15 _ VIEIRA & CEPEDA
.XXX :1:.001 TITLE
CONTROL SYSTEMS LAYOUT
DRAWING NO----
F95-2A- 10_
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Access panels
Rudder/Steering
Elevator
Air Venting
Ilil'
J
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10-1.3 JDWG BY
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F93-2A- NO.
105-07 I SHEET
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ii
;ss is 0.040 in
I)RAWN BY
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,XXX ± ,001 TITLE
SKIN PANEL LAYOUT
+ i/2 ° DRAWING NO, SHEET
F93-2A- 103-07
2024-
¢3 56 MS20430DD-12 2024-
35 4 AN 12-17-J STANDAF
Wing S
20 4-0 60 80
2_
Tail B
Illll
tion (in.)
O0 120 140 160 180 2OO
l,lll iI,lIi ,lll,l,l,l
Aileron
Fuel Tank
)m SCALE: 1/20
10-15
ZDATE IDW6 :BY TEAM
ALPHA I_RAWZNG
F95-2A- Nn,
104-07 iSHEET
2/15
IPgu_UT F_
Vertical Tail
MAIN GEAR
SCALE: 1/2C
' Illll
. Detail 1 Detail 2
Tail Boom
FUEL T
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12-06 ID_/GBY
ALPHA TEAM II)RAWING
F95-2A- NFI,
104-07
2.60 D
Ligh
l
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J
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Rib
DETAIL :3
SCALE: 1/2
Wing Skin
Stringe'
.-,-- 5.70 in.
IIIII I
Rib Location and Dimensions for NLF(1 )-041 4
DATE
12-06 DWG BY
ALPHA TEAM I DRAWING
F93- 2A- NE],
1 04-07 ISHEE4/'1:3
O_LDOUT F_ /,
TOP VIEW
Rib
Upper Skin
Surface
NAS-34-4--69
/
Upper Skin
Surface
Leading Edge
Rib
SIDE VIEW
I1111'
+ 0.05 in. Thickness
2024-T3
MS20430DD-8 Stringers
SCALE" 1/2
DRAWING NO, I
I DWGALPHA
BY TEAM! FB3-2A- I04-07 I
S NA
---..ira,,
/
+ + -F + 4- +
8,F >
+ + + + + + + -t-
DETAIL 1
SCALE: 1/2
I_DOUT I:RA_ A
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1,50 in,
8,80 in,
Wing Stations Web Thickness
21 - 41 0.125 in.
SHEET
DWGALPHA
BY F93- 2A- NO,
TEAM I I]RA_4ING 1 04-07 i G/IS
IIOLDOUT F_ / ..
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7.75 in.
j i | i i ii i II
DETAIL 2
•Ii11, SCALE: 1/2
_-344-33 Rear Spar Cap Size
i
41 - 121 NAS-344-32
1.75 in.
t i
Web Thickness
Rear Spar
121 - 161
161 - 192
11,50
[-
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REAR
1
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3,00
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DATE DWG BY
IHI 12-06-93 I D, B[]LTDN F93-2A-I04-07
IDRAWING NO, 9/13
SHEET
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4 1.35 in.
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1.30
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t
1.75 in.
¢0.437 in.
REAR CARRY
REAR CARRY THROUGH LUG
THROUGH
FULL SCALE
v |
SHEET
DATE
12-06 I DWGALPHA
BY F93- 2A- NEI,
TEAM I DRAWING 104-07 I 10/13
i
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¢0.457 in.
SHEET
ID_4G BY
ALPHA TEAM I BRAWING
F93-2A- NFI,
104-07 I 11/13
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SIDE VIEW
REAR V
MS20430KE-6 x 12
I $
1,50
(
1,50 in,
DETAIL 1
SCALE I/4
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TOP VIEW
t
6,00 in,
------Z------Z-------- mi_
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41,00 in,
FRONT CARRY THROUGH
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8.8! in,
°° 1
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1 2-06 IBWG
ALPHA
BY TEAM F93-2A-
]]RAWING NO,
104-07 SHEET
12/13
BOI.DOUT
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8.00 in.
MS20430KE-7 x 6
DETAIL 2
REAR CARRY THROUGH
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IDATE
12-06 I:DWU:BY' TEAM IDRAWING
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F93-2A-104-07 ISHEET
1.3/13
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45 1 DOUBLER 2024-
44 2 NAS341-26 2024-
|
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W.L. 65 Rear Curry
Vl EW
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Rear Sections
Fwd Sections
I •
S
FAIL
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NT VI EW
kLE" 1/10
i
10-15
DATE DWG BY
ALPHA TEAM BRAWING
F93-2A- ND,
102-07 SHEET
4/_o
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DETAIL 2
DETAIL 6 I
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Side View
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SCALE: 1/2 Gus
I111'
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Top View
t
3.OOin.
Fuselage Skin
Engine mount
Side View
Rear View
¢0.50in.
2.00in.
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I
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Dln.
+ + +
I I
+' !
+ I
+' I
6.00in.
R1.69in.
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DETAIL 1
SCALE: 1/2
IDATE
IO- I3 IDWG BY
ALPHA TEAM I DRA_/ING
F93- 2A- NO,
102-07
#_LDOUr Ff_q_g •
/ _ : I
/ _
AN8-10
Top View AN456DD
@
0
Fire Wall
Side View
Fire Wa
DETAIL 5
SCALE: 1,/2
_I'
ij_r_Li)_u
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2024-T5 Doubler
AN8- 10 O. 125 in thick
+
+ 1.60 in.
+ +
Lightening
hole
9.00 in.
Rear View
IDATE
IDWG YIDRAW'"G"O
10-15 I HEE
Alpha Team F95-2A- 102-07 7//10
I •
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8-10
Top View
F
/F.2
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Top View
in
AN515DD10
AN456DD-4
Aluminum DETAIL 4
SCALE: I/2
DWGALPHA
BY TEAM I DRAWING
F95-2A- NF],
102-07 i SHEET
8/10
/
tRgLDOUT FRAME
Top View
Side View
2.20 in.
Rear Bulkhea
Side Vie
iI \\
I \
/ \
DETAIL 7
SCALE: 1/2
DETAIL 6
SCALE: 1/2
Fuselage Skin
AN8-10
for all seat belt
attachments
--V'--
Side View
Rear View
I / /
I / /
.3/
DETAIL 8
SCALE: 1/2
DATE
10-15 DWG ALPHA
BY TEAM :DRAWING
F93-2A- Nil,
102-07 I SHEET
9/10
IIOLDOUT FRAME /'
Seat
track
L
Floor thickness 0.025 i
C channel Iongeron
SECTIO
NAS 546-45 SCALE
AN509-51 6
At 1.0 in
intervols
I--I
I I
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I I
DETAIL 9
SCALE: 1/4
) bottom
Ring
corners freme
!
F_
A-A
DATE
10-15 DWG J.:BY
VIEIRA I DRAWING
F9.3-2A- Nil,
102-07 SHEET
10/10