Share Report Abuse Next Blog Create Blog Sign In

Aeroteaching: May 2012 http://aeroteaching.blogspot.com/2012_05_01_archive.html

1 of 7 7/27/2012 11:44 AM
Home The objective About the Author Contacts Aircraft Structural Design
MAY 25, 2012
Aircraft requirements -The CS25.305 structural design requirement,
what is the structural failure of an aircraft .
When you are developing an aircraft
structure you need to perform the
stress analysis regarding the loads vs
the static resistance of the material
used. You need to check if the
materi al and geometry used in the
design as the adequate strength for
the job. But to develop the analysis
you need to know when the structure
as fail or what is considered a failure
of the aircraft structure. Aircraft
structure failure is specified in the
airworthiness requirements, check in the CS25 or FAR 25 for large aircraf t' s the CS25.305
or FAR25.305 requirement. What do we find in this requirement? The
CS25.305/FAR25.305 specify the criteria used to define the failure for aircraft structural
components. But, what is failure? When can we say that my aircraft structure as fail?
The requirement CS25.305/FAR25.305 shows us several different types of failures that
can occurs in the aircraft structure.
The first is of course, the simple one!
If the ai rcraft structure breaks, this is
failure. This is the obvious mode of
failure, the loss of structural efficiency
by the rupture or crack of my
structure. The structure will be no
longer capable to maintain the
applied loads causing the aircraft
crash. This type of failure is not
permitted up to Ultimate Load. What
is Ultimate Load? Ultimate Load is
the Umit Load multiplied by the factor
of safety. According to airworthiness
code CS25/FAR25 factor of safety
for large aircraft's is 1.5, in some specific structures or details additional factors of safety
are added to the general1 .5 value. Limit Load is the maximum load appli ed to the aircraft
during service life. Therefore, if we have maximum load appli ed to the Wing structure =
1000 lbs, Ultimate Load will be = 1.5 x 1000 lbs = 1500 lbs. The material/geometry used
must be capable to resist failure up to 1500 lbs applied on the wing as a static strength
point of view. According to the requirements the margin of safety must be higher than
CHAPTERS
Aircraft damage (3)
Aircraft design (5)
Aircraft hardware (6)
Aircraft materials (3)
Aircraft protection and finish (2)
Aircraft requirements (3)
Aircraft stress (1)
Aircraft structures (3)
Aircraft weight (1)
BLOG ARCHIVE
T 2012 (27)
.,.. July (3)
.,.. June (3)
T May (3)
Aircraft requirements - The CS25.305
structural de .. .
Aircraft hardware - The hi-lok fastener
system. th ...
Aircraft materials - Selecting metallic
material a ...
.,.. April (8)
.,.. March ( 10)
t-:OLLOW
A B ~ O I i:.ACHINu
ON 1-A<.;EBOOK
AI RCRAFT ENGINEERING WEB SITES TO
VISIT
Aircraft design software CATIA VS
Aircraft structural hardware
Aeroteaching Google site
FOLLOWERS
Aeroteaching: May 2012 http://aeroteaching.blogspot.com/2012_05_01_archive.html
2 of 7 7/27/2012 11:44 AM
zero, because the structure must be capable to resist load application for 3
seconds. If the authority as doubts about it, they can request a structural test to prove the
1.5 factor of safety and the 3 seconds rule. All aircraft wings do this test for certification
purposes, see picture of one of this test.
cs 25.305 Strength and deformat ion
(a) 'I'M muSl to suppon wwt
load;
At :my load up to lumt l01.ds. the m:t)'
not wnb c:peraucn
(b) 'I'M mwl to suppo11
loatb wtbout liulu..--e !cr at >
The second type of failure, where in
the aircraft structural requirements is
considered also failure, is that no
permanent deformation is permitted
up to Limit Load. Remember Limit
Loads? Maximum loads appli ed to
aircraft during service life. The
aircraft structures must always work
in the elastic domain of the material. Applying load, the Wing will deform, removing load
the wing will return to its initial state and form. No permanent deformation of the wing is
permitted. This means that the yield strength of the material used in a effective area must
always be higher than the Li mit Loads applied to the aircraft structure. For the 1500 lbs
Ultimate Load wing, the wing will not present permanent deformation of the structure up to
1000 lbs applied maximum load= Limit Load. The material yield strength resists the 1000
lbs load application. The word "detrimental" in the airworthiness requirements means that
permanent deformation must occur in a effective area of the material. The stress
concentration factor and punctual yield deformation are not accounted for this type of
failure. Permanent deformation in concentrated points is permitted.
The third type of failure, no excessive
elastic deformation is permitted to
aircraft structure where the applied
deformation changes significantly the
purpose or function of the
structure.Yes, the deformation of the
structure inside the elastic region of
the material can be considered
failure? When? When the function of
the structure changes. For example, if
the elastic deformation of the wing
change significantly the aerodynamic
characteristics of the wing, this will be considered failure of the structure. Because the wing
will be unable to give to the aircraft the required lift for safe operation. In this particular
case the wing as not suffer rupture, no permanent plastic deformation, but the maximum
linear elastic deformation obtained is considered failure of the wing structure. This type of
failure occurs in the buckling of the upper panel of the wing. The buckling failure mode will
cause an elastic deformation of the upper panel of the wing, changing the airfoil geometry,
and lift and drag characteristics of the wing. This cannot occur, is not permitted in the
ai rcraft structure. We are given the wing as example but the same apply to fuselage skin
panel buckling failure, beam web buckling failure, etc ... lmagine the aircraft passengers
looking by the window and see wing panels or fuselage panels wrinkled and buckling in the
elastic domain of the material, fear, panic, ...
This are 3 failure criterion specified in
the airworthiness code C$25.305 or
FAR25.305 for static strength
analysis of aircraft structures, you
must always prove and demonstrate
this 3 requirements for the structure.
Remember: No rupture up to
Load, No permanent def ormation up
to Limit Load, no elastic deformation
changing the performance and
characteristics of the structure.
Design always your structure for this
Join this site
IMth Google Friend Connect
Members (3)
Already a mermer? Sign i n
POPULAR POSTS
Aircraft damage - The stress
concentration factor. what is
this? and the influence on
aircraft fatigue life
Stress concentration factor
(SCF) is of extreme importance to the
aircraft fatigue life. This factor can increase
or decrease aircraft t.. .
Aircraft damage - The
structural joint . doubler and
splice failure modes
If you are developing a
structural analysis of a
structural joint , you need to check all possible
failure modes of this joint. But wha ...
Aircraft hardware - The
MS20470, MS20426 and
NAS1097 rivet shear strength
allowable
If you are developing a
structural joint analysis you need to known
the structural allowable for all the elements
used in the joint. This ...
Aircraft hardware - The
MS20426 and NAS1097 rivet
The MS20426 is the most
used rivet in the aircraft . all
aircraft surface uses this
rivets. The MS20426 is a countersunk rivet ,
wit h the he a ...
Aircraft hardware - The hi-lok
fastener system. the HL 18.
HL19, HL20, HL21 pins and
the HL70 collar.
The hHok fasteners are the
second most used fasteners in structural
assembly of aircraft's after the solid rivets
MS20470 and MS20426 ....
Aircraft materials - Aluminium 2024-T3 or
2024 T4 what the difference?
A package of structural modification
drawings was sent to the MOA or part-145
maintenance organization to be applied to
aircraft. After s ...
Aircraft Hardware - The
MS20470 Rivet
The MS20470 Rivet is the
most common fastener used in
the aircraft structural
assembly. The two initial letter in the part
number identi. ..
Aircraft design- The top ten books to read
as Structural Design Engineer
If you want to be an aircraft structural
Aeroteaching: May 2012 http://aeroteaching.blogspot.com/2012_05_01_archive.html
3 of 7 7/27/2012 11:44 AM
3 types of failure criterion.
Good load and stress analysis .. See Ads.
Follow this posts with pictures and movies in the Aero teaching Facebook page.
You can request specific posts to the Author, send a request to the e-mail address or
through the Facebook page.
Posted by Aero Teaching at 3:24PM No comments:
Recommend thi s on Google
MAY 16, 2012
Aircraft hardware- The hi-lok fastener system, the HL 18, HL 19, HL20,
HL21 pins and the HL70 collar.
The hi-lok fasteners are the second most used
fasteners in structural assembly of aircraft's
after the solid rivets MS20470 and MS20426.
Why? What are the characteristics that makes
this fastener the second choice after the soli d
rivets?
Hi-lok fasteners are defined by a pin and a
collar. The pin is similar to a screw and the
collar to a nut. The assembly of the pin, and the
collar makes the hi-lock fastener system. The
pin is like a screw but with additional advantages regarding a simple screw. The collar is not
a simple nut, but a special nut with unique properties. What are the reasons to use this type
of fasteners? The reasons are simple and can be summarize to the following properties:
1. Higher tension and shear strength, the material used and the geometry of the
fastener gives him the best properties regarding strength.
2. Lightweight fasteners, the hi-lok system as the best relation between weight and
strength regarding the assembly between two elements. Better that the use of screws
and nuts.
3. Easy and quick assembly, with the specific tools the assembly time is must lower
that the rivet or screws/nut assembly time. The assembly is very easy with no
complex steps and the final assembly is always perfect with no defects.
4. Good stress concentration factor, the specific geometry of the pin element gives to
the hole an increase in fatigue life, much better that if we use the screw/nut system.
5. Fastener cost, accessible and cost effective element in the installation on the
aircraft.
6. Correct torque application, the collar property gives us the guaranty that the correct
torque is applied to the assembly, removing the problem of vibration, strength and
fatigue of the pin itself .
..._, .. ....... ... , ...
..... ...... t-U)f('"Pt'l HA:s . ..
These are the mains advantages of the hi-lok fasteners. These fasteners are property of
the hi-shear corporation, the company that develops this fastener. For that reason the
standard designation of these fasteners is defined by the HL letters. There exist NAS or
specific manufacturer specification that are equivalent to the HL designation. The hi-lok is
the same but the NAS system or the manufacturer company internal systems adopts
different numbering system to identify the hi-lok part number. Generally the P/N is defined
by the Hi-lok manufacturer company Part number.
The P/N is specified by the sequencing letters and numbers: HL 18PB-5-16. The HL letters
engineer I recommend that you
read and learn some of
the standard and best books
of the aircr. ..
Aircraft structures - Structural
description of fuselage, the
basics
The fuselage is the aircraft
part that transport the
payload,passengers. cargo, cabin crew,
equipments ... and is also the parts were all
t ...
Aircraft requirements - The
CS25.305 structural design
requirement , what is the
structural failure of an aircraft.
When you are developing an
aircraft structure you need to perform the
stress analysis regarding the loads vs the
static resistance of the .. .
ABOUT ME
Aero Teaching
Aeroteaching
Blog
SHARE IT
1(1 Share this on
Face book
[;l Tweet this
View slats

Aeroteaching: May 2012 http://aeroteaching.blogspot.com/2012_05_01_archive.html
4 of 7 7/27/2012 11:44 AM
define that we are specifying an Hi-lok
fastener, the number 18 specify the
geometry and material of the fastener,
the letter PB defines the finish
protection of the fastener, the -5
number defines the diameter of the
fastener per multiples of 32inchs (
diameter =5/32 =0, 156 in) and the -16
defines the grip length of the fastener
per multiples of 16 inchs (length =
16/16= 1 in).
This P/N is only to the pin, the collar
as a similar P/N. The most used collar
is the HL70-5, the letter HL defines
the hi-lok system, the number 70
defines the material and geometry of
the collar and the -5 defines the
diameter in of 32inch
(diameter=5/32=0, 156 in). If you need
to specify the hi-lok system in your assembly you must request the pin and the collar P/N
and not only the pin P/N. Therefore HL 18 is pin and HL70 is a collar. geometry and
material is defined by the numbers 18 and 70. The quantity of fasteners is so great that we
can find numbers from 1 to 1000 in the material/geometry designation.
During the installation of this hi-lok fastener
system we need access to both sides of the
structure, we insert the pin in the hole. with or
without interference depending of the target of
the hi-lok ( shear or tension application), we apply
the collar to the pin and apply torque with the
required tool. We apply the torque to a specific
part of the collar, this part of the collar will break
at the correct torque value. The permanent part
of the collar will continue with the pin in the
assembly. This part of the collar that breaks
permits that the correct torque be applied to the installation, not requiring additional
supervision to confirm the correct torque value.
There are several type of pins and several type
of collars, depending of the application, you must
select the correct one. The most used hi-loks are
the HL 18, HL 19, HL20 and HL21. We can divide
the hi-loks pins for tension and shear application.
The tension pins have greater heads than the
shear pins. After dividing the pins for tension and
shear they can be also divided in protruding head
or countersunk head pins. You must select the
tension pins when the main load applied is
tension and shear pins when the shear is the
dominant load. The HL 18 is the shear protruding pin, the HL20 is the tension protruding pin,
the HL 19 is the shear countersunk pin and the HL 21 is the countersunk pin.
Each normal hi-lok fasteners system diameter as two oversize fasteners that can replace
the first diameter in case of a repair or damage to the hole. That means that if you do
repairs to aircraft's and you need to replace a HL 18PB-6 pin because the hole as cracks or
is oversize. You do not need to select the next hi-lok pin diameter the HL 18PB-7. You must
use the 1st oversize of the HL 18PB-6, that presents a small increment in diameter just
used for hi-lok repairs. They are called the 1st and 2nd oversize hi-lok pins, defined by a
specific number after the HL letters.
In shear application select the diameter of the pin according to the standard procedure: the
upper higher shear strength of the bearing load failure of the plate. That means that in your
Aeroteaching: May 2012 http://aeroteaching.blogspot.com/2012_05_01_archive.html
5 of 7 7/27/2012 11:44 AM
joint, the failure criterion used must be
the plate bearing failure. The hi-lok
must present a higher shear strength
than the bearing of the plate used. For
that use the closer diameter of the
fastener that guaranties the fai lure of
the assembly by bearing and not by
fastener shear.
In tension application use the hi -lok
with adequate tension ultimate
strength for the assembly.
http://www.hi -shear.com


A 8
lfastener_hl_stds.htm
http://www.gen-aircraft-hardware.com/template.asp?pagename=hiloks
http://www.gen-aircraft-hardware.com/images/pdf/hilok.pdf
Follow this posts with pictures and movies in the Aero teaching Facebook page.
You can request specific posts to the Author, send a request to the e-mail address or
through the Face book page.
Help Aero teaching Blog by clicking in the right place.
Posted by Aero Teaching at 2:48PM No comments:
Recommend this on Google
MAY 6, 2012
Aircraft materials - Selecting metallic material allowable for structural
stress analysis with approved design data
When you are developing a structural
analysis, you have the requirement to
know the allowable of the metalli c
material that you are using in the
design of the structural part. Certainly
you can't go to the Internet and find
the 2024T3 material allowable
properties and use this values to
design your aircraft structure. You
need a reliable and approved source
of metallic material properties. Then,
where can I find this reliable material
properties source? This information is
defined in the aircraft airworthiness certification requirements. Go to the CS25 or FAR25 in
the CS25.613 or FAR25.613 requirement paragraph and you can find the answer. The
material strength properties must be based on enough tests of material meeting approved
specifications to establish design values on a statistical basis. This is the requirement , you
need to make coupon testing regarding the material that you what to use based on
authority approved specification. But I want to use aluminium alloys, this is a material well
know by the aircraft industry, must I make tests? If you are from a small aircraft company is
difficult to make test just to use aluminium alloys in the aircraft. For that reason you must
use authority approved material data. According to CS25.613 or FAR25.613 approved
metallic material data is given by the MMPDS handbook or the ESDU00932. This two
references for material properties are the reliable and approved source for metall ic
material properties in aircraft application. If you work in a small company and don't have a
material properties handbook approved by the authority you must use MMPDS or
ESDU00932 handbooks. I generally use the MMPDS handbook. And What type of
properties can we find in the MMPDS handbook? The required mechanical properties to
Aeroteaching: May 2012 http://aeroteaching.blogspot.com/2012_05_01_archive.html
6 of 7 7/27/2012 11:44 AM
do your analysis.
Material properties are presented in a table format. Each table are referring to the material
designation name. As example I will use the 2024 material table figure. In order to correctly
select the material properties you must select first the Manufacturing Specification, Form,
Temper, thickness and data Statistic basis. Only after this selection you obtain the correct
allowable for the material that you are using in the aircraft. The Specification, Form ,
Temper and Thickness of the material is defined in the manufacturing drawing that you
produce as design engineer.
Q-+
M M I' r
..................
, .............. 4 . ..... ... .. .. ,.,.
.c co.UuC!cuc-...:.wowl n
..... ,.,.
: !' :: : : : : : : : :; :; : :
,. .. 4 "' !II .. , Jot ... ;. Itt :: :- :: :
Ia
n
"'
::.
--
.,
"'
...
::
Jl!

"
..
"'
1: ..
w
:: ..
. .
c:
::.
,_,._ . ._,_ __ ..-.-... u-.-.
....
As stress engineer you must find the manufactured part properties from the material. Now,
what type of statistical basis I must use? The table present the A basis and B basis. The A
basis defines that 99% of the samples fail at superior strength values with 95% of
confidence. The B basis defines that 95% of the samples fail at superior strength values
with 95% of confidence. If you are developing a one loading path structural part (landing
gear) the A basis must be used. If you are developing a redundant structure (two or more
loading paths, stringers as example) the B basis can be used. If weight is not a problem,
use the conservative value of the table: the lower value.
t sr Other parameter that we can f ind in
the table is the applicable
LT d.roctt.on
grain direction. The L, LT and ST
designation define the properties of
the part according to the
manufacturing grain direction of the
material. If you check, you can find
that the grain di rection can influence significantly the material properties. For yield stress,
the influence can go up to 5 Ksi of stress resistance. For that reason if you are not
controlling the grain direction in the installation process, be conservative and use the lower
value of all directions.
As presented is the table the direction
of the material grain will present
higher mechanical properties the L
di rection. The perpendicular direction
of the grain as lower mechanical
properties, the LT direction. The
ST di rection is the vertical axis of the
grain direction and for sheets and
plates this propertie are not required.
Remember selecting material allowable:
1. Go to MMPDS

2. Select material designation chapter (2024)
-
LT di recti on
3. Select table for the material specification, form and temper
(AMS-00-A-250/4, Sheet, T3)
4. Select the thickness of the used (0.063 in)
5. Select the A orB column according to the airworthiness
STdirection
-
t ST di rection
E.lrtruslon Angle
Aeroteaching: May 2012 http://aeroteaching.blogspot.com/2012_05_01_archive.html
7 of 7 7/27/2012 11:44 AM
requirements (use conservative, A basis)
6. Select the proper grain direction properties (use conservative,
lower of the two)
7. Obtain the mechanical properties of the material.
Hope this help to obtain approved metallic material data to your aircraft structural design. If
you work on a manufacturer design company just go to your company design manual and
select the materials allowable from there. The same way that from MM PDS handbook. Use
always approved design data for your analysis, otherwise EASA or FAA will reprove the
modification or repair design.
Follow this posts with pictures and movies in the Aero teaching Facebook page.
You can request specific posts to the Author, send a request to the e-mail address or
through the Facebook page.
Help Aeroteaching Slog by clicking in the right place.
Posted by Aero Teaching at 2:46PM No comments: ~
Recommend thi s on Google
Newer Posts Home Older Posts
Subscribe to: Posts (Atom)
SEARCH THIS BLOG
RECENT COMMENTS
Aero Teaching wrote ...
Search
At ultimate load, Vvhen the doubler and skin haw the maximum load. load transfer depends of stiffness of doubler and stiffness of rivets. Doubler as the capability of pick-up maximum
load of 1000 ...
Continue
Anonymous wrote ...
Hi, I understand that using the ratio of axial stiffness to estimate the percentage of load being transferred into the doubler is common in static strength check.Ho--.ewr. this seems more
applicable .. .
Continue
Thisara namal Jayamanna wrote ...
nice description hepad me a lot for my exam
LED Grow Lights wrote .. .
Thanks for sharing! We all truly appreciate your mrk. mild steel tube
The information of this web page is property of the Author and can not be reproduced. Picture Window template. Powered by Blogger.