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Aircraft
Published in Milica Kalić, Slavica Dožić, Danica Babić, Introduction to the Air Transport System, 2022
Milica Kalić, Slavica Dožić, Danica Babić
The fuselage is the main body of the aircraft, connecting the wings and tail assembly into the plane as a whole. It is tube shaped. The cockpit, passenger cabin, and cargo compartments are housed in the fuselage. From the aerodynamic point of view, the fuselage is a harmful element because it increases the force of resistance. That is why it should be as small as possible, but large enough for crew members to carry out their tasks without hindrance, and also for passengers to feel comfortable in the passenger cabin during the flight. On the other hand, from the commercial point of view, the fuselage is the most important part of the aircraft because it accommodates passengers, their baggage, and cargo (payload) providing airline revenue.
Fusion of Multimodal NDI Images for Aircraft Corrosion Detection and Quantification
Published in Rick S. Blum, Zheng Liu, Multi-Sensor Image Fusion and Its Applications, 2018
Zheng Liu, David S. Forsyth, Jerzy P. Komorowski
The design of transport aircraft is relatively mature, and there are common elements across many manufacturers and models. The outer shell of the fuselage is generally built up from circumferential and longitudinal stringers, analogous to a skeleton, and aluminum skins are fastened to these stringers. This chapter focuses on fuselage splice joints. These are the joints of the individual sections of the outer skin, and are called lap or butt joints, depending on the configuration. Lap joints, where the two pieces are overlapped and riveted, are very common on Boeing and Airbus designs and, thus, of interest to many aircraft operators. In both lap and butt joints (where the two sheets are butted up against each other) there are often additional reinforcing layers added to the joint area. Given this configuration of multiple sheets of aluminum, one on top of the other, crevice corrosion can occur on the interior, hidden (known as “faying”) surfaces of these sheets if sealants and corrosion protection systems break down.22
Plates and Stiffened Panels
Published in Ever J. Barbero, Introduction to Composite Materials Design, 2017
The main components of stiffened panels have particular names depending on the application. A portion of an aircraft skin is shown in Figure 11.6. The ribs and stringers reinforce and support the skin. In the aircraft fuselage the reinforcements along the length of the fuselage are also called stringers but the transverse reinforcements are called frames. In shipbuilding the reinforcements along the hull are called longitudinals and the transverse reinforcements are called bulkheads. In bridge construction, the skin is called a deck, which is supported by stringers and crossbeams. In floor systems, the floor deck is supported by longitudinal joists and transverse beams. In roof construction, the roof panels are supported by purlins and rafters. The differences between ribs, frames, bulkheads, etc., are related to function, stiffness, etc. The interested reader should consult specialized literature such as [271–274].
Convex relaxation for optimal fixture layout design
Published in IISE Transactions, 2023
Zhen Zhong, Shancong Mou, Jeffrey H. Hunt, Jianjun Shi
Composite materials are widely used in the aircraft industry due to their superior properties including high strength-to-weight ratio, corrosion resistance, and high durability (Jones, 1998). An aircraft fuselage consists of thin sheets of composite materials of a large area, which makes them compliant parts (Megson, 2016). Due to the compliant property, the deformation and dimensional variation induced by the load due to gravity will significantly influence the quality of the assembly process. When the deformation is larger than the engineering specification, a shape adjustment method has to be adopted to adjust the shape of the fuselage, which will not only introduce residual stress into the subassembly, but also increase the cycling time (Yue et al.,2018; Du et al., 2019). Therefore, the optimal design of the fixture layout for a fuselage is important for reducing initial deformation, thus reducing the assembly cycling time and the residual stress.
Gap measurement for thermoplastic adhesive joining of aircraft frames
Published in The Journal of Adhesion, 2022
Aircraft fuselage shells are constructed with stringer and frames to stiffen the structure. In the A350 series, the fuselages are made of carbon fiber reinforced plastics (CFRP) to use their advantages of lightweight materials, higher strength, and stiffness. While the stringers are directly integrated into the fuselage structure during bagging, the frames are assembled later to adjust form and stiffness. Up to now, frames are made of thermoset CFRP with separate stiffness elements adjusting any form deviations. Before riveting the frames for assembly, the occurring gaps between the parts are filled with a shimming and sealing to also avoid corrosion. Compared with thermosetting, thermoplastics have shorter cycle times, they can be further processed through welding processes or overmolding, and they have unlimited storage time for the semi-finished products, along with a higher impact strength and elongation at break.[1] Thermoplastic matrix systems are ideally suited for a faster and more complex production due to their reversible solidification, as they can be re-shaped, welded (i.e. joining technology) with the appropriate temperature application (with amorphous thermoplastics above the softening or with partially crystalline thermoplastics above the melting temperature) or subsequent better recycling possibilities. This is a significantly different to thermoset materials used for aircrafts, which cannot be re-melted after chemical cross-linking, which, depending on the material system and the required mechanical and thermophysical performances, requires correspondingly longer curing times.[1]
Testing mechanical performance of adhesively bonded composite joints in engineering applications: an overview
Published in The Journal of Adhesion, 2022
Michal K. Budzik, Markus Wolfahrt, Paulo Reis, Marcin Kozłowski, José Sena-Cruz, Loucas Papadakis, Mohamed Nasr Saleh, Klara V. Machalicka, Sofia Teixeira de Freitas, Anastasios P. Vassilopoulos
As far as the compression testing is concerned, [252,253,262,268,277,278] these tests are used to evaluate the effectiveness of the adhesively-bonded joints, in maintaining the structural integrity, in the case of buckling and post-buckling. This serves one of the main objectives of attaching stringers/stiffeners to the skin of fuselage or wing structures, aiming to provide the required strength against buckling loads in service.[16] These tests can include a single-stiffener or multiple stiffeners in parallel, as shown in Figure 15.