Browse Topic: Fuselages
Magnesium alloy, known for its high strength and lightweight properties, finds widespread utilization in various technical applications. Aerospace applications, such as fuselages and steering columns, are well-suited for their utilization. These materials are frequently employed in automotive components, such as steering wheels and fuel tank lids, due to their notable corrosion resistance. The performance of magnesium alloy components remains unimproved by normal manufacturing methods due to the inherent characteristics of the material. This work introduces a contemporary approach to fabricating complex geometries through the utilization of Wire-Electro Discharge Machining (WEDM). The material utilized in this study was magnesium alloy. The investigation also considered the input parameters associated with the Wire Electrical Discharge Machining (WEDM) process, specifically the pulse duration and peak current. The findings of the study encompassed the material removal rate and surface
In-flight icing significantly influences the design of large passenger aircraft. Relevant aspects include sizing of the main aerodynamic surfaces, provision of anti-icing systems, and setting of operational restrictions. Empennages of large passenger aircraft are particularly affected due to the small leading edge radius, and the requirement to generate considerable lift for round out and flare, following an extended period of descent often in icing conditions. This paper describes a CFD-based investigation of the effects of sweep on the aerodynamic performance of a novel forward-swept horizontal stabilizer concept in icing conditions. The concept features an unconventional forward sweep, combined with a high lift leading edge extension (LEX) located within a fuselage induced droplet shadow zone, providing passive protection from icing. In-flight ice accretion was calculated, using Ansys FENSAP-ICE, on 10°, 15° and 20° (low, intermediate, and high) sweep horizontal stabilizers, with
Considerable amounts of water accumulate in aircraft fuel tanks due to condensation of vapor during flight or directly during fueling with contaminated kerosene. This can result in a misreading of the fuel meters. In certain aircraft types, ice blocks resulting from the low temperatures at high altitude flights or in winter time can even interfere with the nozzles of the fuel supply pipes from the tanks to the engines. Therefore, as part of the maintenance operations, water has to be drained in certain intervals ensuring that no remaining ice is present. In the absence of an established method for determining residual ice blocks inside, the aircraft operator has to wait long enough, in some cases too long, to start the draining procedure, leading potentially to an unnecessary long ground time. A promising technology to determine melting ice uses acoustic signals generated and emitted during ice melting. With acoustic emissions, mainly situated in the ultrasonic frequency range, a very
This document provides guidance for in-flight rest facilities provided for use by cabin crew on commercial transport airplane. This document is applicable to dedicated cabin crew rest facilities with rigid walls. The facility includes a bunk or other surface that allows for a flat sleeping position, is located in an area that is temperature-controlled, allows the crew member to control light, and provides isolation from noise and disturbance
This SAE Aerospace Information Report (AIR) provides various graphical displays of atmospheric variables related to aircraft icing conditions in natural clouds. It is intended as a review of recent developments on the subject, and for stimulating thought on novel ways to arrange and use the available data. Included in this Report is FAR 25 (JAR 25) Appendix C, the established Aircraft Icing Atmospheric Characterization used for engineering design, development, testing and certification of civilian aircraft to fly in aircraft icing conditions
This document describes a practical system for a user to determine observer-to-aircraft distances. These observer-to-aircraft distances can be either closest point of approach (CPA) distances during field measurements or overhead distances during acoustic certification tests. The system uses a digital camera to record an image of the subject aircraft. A method of using commercial software to obtain the distance from such an image is presented. Potential issues which may affect accuracy are discussed
This SAE Aerospace Information Report presents a glossary of terms commonly used in the ground delivery of fuel to an aircraft and pertinent terms relating to the aircraft being refueled
The intent of this SAE Aerospace Information Report (AIR) is to document the design requirements and approaches for the crashworthy design of aircraft landing gear. This document covers the field of commercial and military airplanes and helicopters. This summary of crashworthy landing gear design requirements and approaches may be used as a reference for future aircraft
This SAE Aerospace Information Report (AIR) covers the field of civilian, commercial and military airplanes and helicopters. This summary of tail bumper design approaches may be used by design personnel as a reference and guide for future airplanes and helicopters that require tail bumpers. Those described herein will consist of simple rub strips, structural loops with a wear surface for runway contact, retractable installations with replaceable shock absorbers and wear surfaces and complicated retractable tail landing gears with shock strut, wheels and tires. The information will be presented as a general description of the installation, its components and their functions
Unmanned Aerial Vehicles (UAVs) are becoming an effective way to serve humanitarian relief efforts during environmental disasters. The process of designing such UAVs poses challenges in optimizing design variables such as maneuverability, payload capacity and maximizing endurance because the designing of a BWB takes into account the interdependency between the stability and aerodynamic performance. The Blended Wing Body is an unconventional aircraft configuration which offers enhanced performance over conventional UAVs. In this study the designing of a BWB is investigated with an aim to achieve structurally sound and aerodynamically stable configuration. The design has been done by taking into consideration the side and top view airfoil for fuselage, because fuselage is a major lift generating portion in the UAV. For designing the control surfaces, the two major requirements for a controlled and safe flight of a UAV are its stability and maneuverability. The purpose of this study is
This SAE Aerospace Information Report (AIR) covers the field of civilian, commercial and military airplanes and helicopters. This summary of tail bumper design approaches may be used by design personnel as a reference and guide for future airplanes and helicopters that require tail bumpers. Those described herein will consist of simple rub strips, structural loops with a wear surface for runway contact, retractable installations with replaceable shock absorbers and wear surfaces and complicated retractable tail landing gears with shock strut, wheels and tires. The information will be presented as a general description of the installation, its components and their functions
Since, ice accretion can significantly degrade the performance and the stability of an airborne vehicle, it is imperative to be able to model it accurately. While ice accretion studies have been performed on airplane wings and helicopter blades in abundance, there are few that attempt to model the process on more complex geometries such as fuselages. This paper proposes a methodology that extends an existing in-house Extended Messinger solver to complex geometries by introducing the capability to work with unstructured grids and carry out spatial surface streamwise marching. For the work presented here commercial solvers such as STAR-CCM+ and ANSYS Fluent are used for the flow field and droplet dispersed phase computations. The ice accretion is carried out using an in-house icing solver called GT-ICE. The predictions by GT-ICE are compared to available experimental data, or to predictions by other solvers such as LEWICE and STAR-CCM+. Three different cases with varying levels of
The demanded development towards various emission reduction goals set up by several institutions forces the aerospace industry to think about new technologies and alternative aircraft configurations. With these alternative aircraft concepts, the landing gear layout is also affected. Turbofan engines with very high bypass ratios could increase the diameter of the nacelles extensively. In this case, mounting the engines above the wing could be a possible arrangement to avoid an exceedingly long landing gear. Thus, the landing gear could be shortened and eventually mounted at the fuselage instead of the wings. Other technologies such as high aspect ratio wings have an influence on the landing gear integration as well. To assess the difference, especially in weight, between the conventional landing gear configuration and alternative layouts a method is developed based on preliminary structural designs of the different aircraft components, namely landing gear, wing and fuselage. Simplified
Modern aerospace industry develops assembly process lines for new aircraft which is produced on a single production line while shortening production times by new technologies. Production processes are developed with systems such as lightweight fixtures, reconfigurable tools, automated part positioning, automated scanning countersink control, automated riveting, robotic measurement etc. These systems provide the necessary flexibility for aircraft fuselage and wing assembly projects. Aerospace manufacturers invest in assembly lines in order to increase production rates and meet growing customer demands. Most of the investments are allocated to state-of-the-art robots for drilling and riveting, sealing, coating and painting applications, in addition to material handling, carbon fiber layup and different types of machining operations. In this study, an assembly system design methodology is developed by using axiomatic design principles in order to propose a solution to design complexity
Manually changing stringer-side tooling on an automatic fastening machine is time consuming and can be susceptible to human error. Stringer-side tools can also be physically difficult to manage because of their weight, negatively impacting the experience and safety of the machine operator. A solution to these problems has recently been developed by Electroimpact for use with its new Fuselage Skin Splice Fastening Machine. The Automatic Tool Changer makes use of a mechanically passive gripper system capable of securely holding and maneuvering twelve tools weighing 40 pounds each inside of a space-saving enclosure. The Automatic Tool Changer is mounted directly to the stringer side fastening head, meaning the machine is capable of changing tools relatively quickly while maintaining its position on the aircraft panel with no machine operator involvement. Additionally, since the tools are all contained within an interlocked enclosure, this system reduces the required frequency of tool
Electroimpact, in collaboration with Boeing, has developed an advanced robotic assembly cell, dubbed “The Quadbots.” Using Electroimpact’s patented Accurate Robot technology and multi-function end effector (MFEE), each robot can drill, countersink, inspect hole quality, apply sealant, and insert fasteners into the part. The cell consists of 4 identical machines simultaneously working on a single section of the Boeing 787 fuselage, two on the left, and two on the right. These machines employ “collision avoidance” a new feature in their software to help them work more synchronously. The collision avoidance software uses positional feedback from external safety rated encoders mounted to the motors on the robot. From this feedback, safe spaces, in the form of virtual boundaries can be created. Such that a robot will stop and wait if the adjacent robot is in, or going to move into its programmed work envelope. Another feature of the collision avoidance is to limit robot speeds when they are
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