Académique Documents
Professionnel Documents
Culture Documents
February 2009
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Program of course
1. Topology of airplanes Top level
Names and location of airplanes parts/structure Barrels / Typical section names Airbus fuselages Development Design and Stress Certification Sustaining What is basically our work at GT?: Report smallest Reserve Factor (RF) Applied loads Know your structure by knowing your loads Allowed loads RF = Allowed load/ Applied load Types of failure modes with explanations, pictures and references (handbooks, authority requirements, Issy etc.) Skin geometry, loads, relevant failure modes, material, stress state Frames geometry, loads, relevant failure modes, material, stress state Stringers geometry, loads, relevant failure modes, material, stress state
2.
NOTE:This is a rough setup of the course. More chapters will be added and content can be modified!
3.
Failure modes
4.
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Movements of an airplane
Yawing: Rotating around its vertical axis (Z- axis)
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Empennage
Structurally, the empennage consists of the entire tail assembly. Its main purpose is to give stability to the aircraft. The fixed parts are the vertical and horizontal stabilizer The elevator is a movable airfoil that controls changes in pitch, the up-and-down motion of the aircraft's nose. The rudder is a movable airfoil that is used to turn the aircraft in combination with the ailerons
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Wings
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Spars Webs - resist shear loads and stabilise skin (i.e. increase buckling resistance). Flanges - resist compressive loads caused by wing bending. Stringers Further increase skin buckling resistance. Take some of the bending load Ribs Maintain aerodynamic shape. Provide anchorage points for landing gear, weapons, etc. Skin Resist shear torsion loads ( box shapes of combined skin/web) React axial bending loads
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In order to support the skin, its necessary to provide stiffening members, frames, bulkheads, stringers and longerons .
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P for stringer
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The fuselage as a beam contains: Longitudinal elements : - Longerons - Stringers Transverse elements : - Frames - Bulkheads
External skin
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Basic Loads
Airplane Design
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Skin most important load carrying part of the fuselage. Carries the cabin pressure load (Dp). Carried most of the bending loads (e.g. aircraft mass) Work like membranes (plane stress)
sx
sy
txy
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Frames geometry, loads, relevant failure modes, material, stress state: It serves to maintain the shape of the fuselage and to reduce the column length of the stringers to prevent general instability of the structure Frames are generally of light construction Frame load are generally small and often tend to balance each other Fuselage frames are equivalent in function to wing rib The design of fuselage frames may be influenced by loads resulting from equipment mounted in the fuselage
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Frames provide stability to the skin in circumferential direction Work like beams (carry axial, shear, and bending loads)
F F
F F
deformed shape
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Typical frame designs (2) Integral frame (skin connection is integrated in frame profile)
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Skin
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Stringers geometry, loads, relevant failure modes, material, stress state: Further increase skin buckling resistance. Provide stiffness in axial direction
sy in the skin
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Dp
Fuselage weight
Shear
Mixture of: Hoop stress Shear Horizontal tail plane download Longitudinal tension Compression load
Typical dominating load case for a fuselage structure: symmetric down bending + internal pressure Dp Typical dominating internal loads in fuselage skin
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The field of aerospace engineering uses generally lower design factors because the costs associated with structural weight are high. This low design factor is why aerospace parts and materials are subject to more stringent quality control The usually applied safety factor is 1.5, but for pressurized fuselage it is 2.0 and for landing gear structures it is 1.25
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At limit load, the structure may not fail neither have permanent deformation of the structure.
Before ultimate load, no failure is allowed but permanent deformation is allowed. At ultimate load (usually the limit load multiplied with the safety factor), the aircraft structure is allowed to fail.
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(SAMOD Users
B : Failure due to excessive bearing stress BF : Initial buckling of skin panel at fatigue load cases (FAT..). Activated with SAMOD option sasel Ah: initial buckling of skin at limit load of flight load cases (Information only). BL : Lateral Stability (Buckling) of frame BN : Tension Blunt Notch in GLARE skins BU : Buckling of structural part, e.g. skin or web CR : Crippling acc. HSB 53211; Check for sufficient support from a free flange (20%-rule) Dn : Geometric check for middle flange stiffness according DIN4114 for different load types n FK : Compressive strength analysis acc. to Fokker, see: SAMOD Theoretical Manual
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D1 : Compressive strength analysis of skin acc. to MBB-UT (Erdmann), see: SAMOD Theoretical Manual D3 : Compressive strength analysis of skin acc. to modified HSB method (Meier), see: SAMOD Theoretical Manual DT : Damage tolerance GB : Global Buckling FC : Failure due to diagonal folds on the skin panel (forced crippling), see: SAMOD Theoretical Manual FT : Fatigue failure HS : Allowable stress values acc. to HSB Manual WM : Allowable compressive forces for web modulations as described in PROPER Theoretical Manual
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JE : Buckling according to Johnson/Euler, see: SAMOD Theoretical Manual JM : Web buckling analysis LS : Lateral Stability analysis of cross-beams MT : Allowable stress values based on material values R : Rivet failure RC : Riveting circumferential (analysis of circumferential joints) RF : Riveting frame (analysis of frame riveting - clip/shear web) RL : Riveting longitudinal (analysis of longitudinal joints) RS : Riveting skin (analysis of skin riveting on the frame) SH : Shear
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UD : Allowable user-defined stress values Explanation of Location 1 (LOC1) WI : Windenburg; Geometric check for sufficient support from free flange 1-8 : Rivet row for reserve factors for riveted joints
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