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Composite Materials and Aerospace Construction
Published in Daniel Gay, Composite Materials, 2023
Center fuselageCenter wing box (see Figure 7.7): width 6 m × length 5.5 m × height 1.9 m; weight 5 tons. It is made of parts assembled with up to 50% by weight of carbon/epoxy and with thicknesses up to about 20 mm. Closing ventral beam called keel beam by aircraft manufacturers. This 16.5 × 4.3 m subassembly with a mass of 1,200 kg consists of 70% by weight of carbon/epoxy. It closes the fuselage in the hollowed out area of the main landing gear bay, thus ensuring the structural continuity of the fuselage. This significant substructure drives 700 tons of compression load.On the two aforementioned components is fixed the central cylindrical part of the fuselage or central fuselage. It is made of carbon/epoxy, 32 m length. The wing box is bolted on the center wing box at the wing root joint.
Fuel management
Published in David Wyatt, Mike Tooley, Aircraft Electrical and Electronic Systems, 2018
The management of fuel is essential for the safe and economic operation of aircraft. The scope of fuel management depends on the size and type of aircraft; fuel is delivered to the engines using a variety of methods. The system comprises fuel quantity indication, distribution, refuelling, defuelling and fuel jettison. On a typical passenger aircraft, the fuel is contained within the sealed wing box structure. The fuel tanks are divided into main tanks, reserve tanks and centre wing tanks. Fuel tanks on general aviation (GA) aircraft are rubberized bags (bladder tanks) contained within the structure of the aircraft; smaller GA aircraft use metal fuel tanks attached to the wings and/or fuselage.
Practical method for localizing low-velocity impact on a UAV composite wingbox structure under loading conditions
Published in Advanced Composite Materials, 2023
The test article for this study is a full-scale CFRP (carbon fiber reinforced plastic) composite wingbox structure as shown in Figure 4 This structure was also used for the previous studies [25,26], and was made of CFRP (USN 175BX) except for some aluminum parts (root rib, end rib and lugs). The wingbox is composed of three spars (front, intermediate and rear spars) and stiffeners for preventing a buckling failure. The test section for impact experiments is located on the upper skin, and the stacking sequence is [±45/0/45/90/-45]s. In the test section, there are one rib and several stiffeners. In order to measure impact-induced acoustic emission signals, six multiplexed FBG sensors were attached on the back side of the test section using an adhesive as shown in Figure 5 In this figures, the directions and locations of each attached sensor can be checked.
Multi-objective decision-making model based on CBM for an aircraft fleet with reliability constraint
Published in International Journal of Production Research, 2018
Lin Lin, Bin Luo, ShiSheng Zhong
The experiments of five wing box specimens were performed to verify the effectiveness of the proposed framework. The wing box specimens are made of 2024–T351 aluminium alloy which is widely used in aircraft manufacturing (Wu and Ni 2007). As Figure 3(c) shows, a 3 mm notch was machined at the edge of the fastening hole to initiate the crack as well as to control the crack propagation direction during the fatigue test. The five wing box specimens were tested under a sinusoidal load (constant amplitude loading) of ppeak = 4.5 kN and ptrough = 0.9 kN, or in terms of stress ratio, R = ptrough/ppeak = 0.2, which results in stresses oscillating between 14.08 and 70.41 MPa. The experimental fatigue crack growth curves of the five wing box specimens are shown in Figure 4(a).