AIRFRAME STRUCTURES

STRESS = FORCE/AREA LEADS TO STRAIN = CHANGE OF LENGHT/ORIGINAL LENGTH

HOOP STRESS-CREATING TENSILE LOADS IN THE CYLINDER WALLS, STRESS ALSO KNOWN AS CIRCUMFERENTIAL STRESS

STRUTS-DESIGNED TO TAKE COMPRESSION LOADS

TIES-DESIGNED TO TAKE TENSILE LOADS

ULTIMATE LOAD = LIMIT LOAD X SAFETY FACTOR (MNIMUM 3 SECONDS)

MINIMUM FACTOR OF SAFETY - 1.5 (100 X 1.5 = 150%)

CS 25- LIMITS AND GUIDELINES FOR LARGE AIRCRAFT (OVER 5700 KG MTWA)

SAFE LIFE- TESTED TO FATIGUE TO ESTIMATE NUMBER OF EVENTS BEFORE FAILURE

FAIL SAFE- REDUNDANT LOAD PATHS LOCATED IN THE STRUCTURE

DAMAGE TOLERANCE- NO REDUNDANT LOAD PATHS, INSPECTION PROGRAMME DESIGNED TO FIND FIND DAMAGE BEFORE FAILURE
OCCURS

FATIGUE-DAMAGE THAT OCCURS BELOW THE ULTIMATE LOADING

STRESS RAISERS- RAPID OR SUDDEN CHANGE IN CROSS SECTIONAL AREA(FASTERNER HOLES)

STATIC LOADS-ON GROUND LOADS (WEIGHT & WIND)

DYNAMIC LOADS-IN FLIGHT LOADS (DRAG)

MONOCOQUE STRUCTURE- SKIN TAKES ALL THE LOAD

SEMI-MONOCOQUE STRUCTURE - SHARES THE LOAD

WATER LINES- ALLOW VERTICAL MEASUREMENTS FROMA HORIZONTAL DATUM

BUTTOCK LINES-LATERAL MEASUREMENT FROM AIRCRAFT CENTRE LINE LEFT OR RIGHT

WING STA-PERPENDICULAR TO REAR SPAR (90 DEGREES TO WING L.E)

STRINGERS NUMBERED FROM TOP & DONT RUN THROUGH THE BULKHEAD

WEBS TAKE SHEAR LOADS

SHEAR TIE WEB RIB - ATTACHES TO SKIN, STRINGERS & SPARS

FRAMES AND STRINGERS ATTACHED WITH REPLACEABLE CLEATS/CLIPS

LARGE AIRCRAFT HAVE DOMMED PRESSURE BULKHEAD (LIGHT WEIGHT/GREATER STRENGTH)

VERTICAL AND HORIZONTAL STABILISER ATTACHED TO REAR PRESSURE BULKHEAD

WING TIPS ARE REMOVABLE AND ARE SECONDARY STRUCTURE

SEAT TRACKS ARE REGARDED AS PRIMARY STRUCTURE

MAJOR ZONES > MAJOR SUB ZONES > ZONEZ

ANODISING-ELECTRO CHEMICAL, CREATES LESS REACTIVE SURFACE

PRIMERS- SYNTHETIC, STOVING, ETCH AND EPOXY

FINISHERS- CELLULOSE, SYNTHETIC, STOVING, ACRYLIC, EPOXY, POLYMER

SEALANT- CURES HARD

JOINING COMPOUND- REMAINS LIQUID (JC5A)

DRAIN MAST PROVIDED WITH HIGHER VOLTAGE DURING FLIGHT

ELECTRICALLY CONDUCTIVE TYRE ASSEMBLY (ECTA) - CARBON IN THE RUBBER

STATIC WICKS- DISSIPATE STATIC BUILD UP FOR CLEAN RADIO (NOT FOR LIGHTENING)

COLD WORKING/SHOT PEENING - INCREASES MATERIALS RESISTANCE TO STRESS (CREATES A COMPRESSIVE LAYER)

PRIMARY STRUCTURE FAILURE - CATASTROPHIC

SECONDARY STRUCTURE MAY TAKE SOME LOADING

LONGERONS USED TO MAKE STRUCTURE STRONGER

LIGHTENING HOLES FLARED TO INCREASE RIGIDITY

GEAR TRUNNION FITTING TRANSFERS LOAD TO FUESALAGE

STABS AND GEAR ATTACHED TO BULKHEADS

WING ATTACHMENT-WING SPAR TERMINALS FITTED DIRECTLY ON TO WING BOX PART OF FUSELAGE

FLIGHT DECK WINDOWS TAKE MORE DYNAMIC LOADS - CONDUCTIVE LAYER IN STRIPS TO PREVENT TOTAL LOSS OF VISION IN
BURNOUT

BOTH MIDDLE AND OUTER PANE OF WINDOW CAN TAKE LOADS(MIDDLE PANE HAS EQUALISER HOLE )

IF PASSENGER WINDOW TAKES MORE DYNAMIC LOAD INCREASE THE NUMBER OF ATTACHMENT CLIPS

RIBS - JOIN RIBS (JOIN WING BOX TO WING ) STANDARD (RUN FROM FRONT TO REAR SPAR/ATTACHED TO STRINGER AND SPAR)
SPECIAL (SHEAR TIE, TANK ENDS, WING TIPS-INCREASES STRENGTH/ATTACHES TO STINGER, SPAR AND SKIN)

VARIABLE CAMBER L.E.FLAPS ARE MADE OF COMPOSITE

ENGINE PYLON DRAIN AWAY FROM ENGINE THROUGH TUBES

RIGGING- AIRCRAFT GEOMETRY

SHORING- SUPPORTING AIRCRAFT WITH JACKS AND TRESTLES

DOUBLE BUBLE TYPE FUSELAGE SHAPE INCREASES USEABLE CABIN SPACE

FLOOR BEAMS BRACE BUBBLE STRUCTURE

KEEL BEAM- LONGNITUDNAL, TRANSFERS LOADS FROM TORQUE WING BOX TO FUSELAGE STRUCTURE.

DOOR SNUBBER SLOWS DOOR MOVEMENT TO PREVENT ANY DAMAGE

GUST DOOR LOCK, LOCKS DOOR THUS PREVENTS MOVEMENT

ADJUSTABLE DOOR STOPS ALLOWS FOR DOOR RIGGING (FLUSH)

DOORS IN UNPRESSURISED ARE ARE VENTED