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MODULE 11.03
AEROPLANE
STRUCTURES
Contents
1
1.2
1.3
1.4
1.5
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JAR 66 CATEGORY B1
MODULE 11.03
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engineering
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AIRFRAME
STRUCTURES
JAR 66 CATEGORY B1
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engineering
1
MODULE 11.03
AEROPLANE
STRUCTURES
1.1 FUSELAGE
The fuselage of a light aircraft is the body of the aircraft, to which the wings, tail,
landing gear and engines may be attached. Larger aircraft can have their main
landing gear attached to the wings and, on multiple engined aircraft, a number of
the power-plants can be wing mounted also.
The loads produced either on the ground or in flight, will at some time, have to
pass through the fuselage. In order to absorb these tremendous loads imposed
upon the structure, the fuselage must have maximum strength, but this must be
combined with the other constraint, that of minimum weight.
There are two types of construction found in the majority of modern aircraft
fuselage design, the truss and the stressed skin type.
When fuselages were subsequently made from welded tubes, the Warren Truss
became popular. In this arrangement, shown overleaf, the longerons are
separated by diagonal members which carry both compressive and tensile loads.
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engineering
AIRFRAME
STRUCTURES
Warren Truss
Figure 2
1.1.3 STRESSED SKIN STRUCTURE
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MODULE 11.03
AEROPLANE
STRUCTURES
High altitude flight places the occupants in a hostile environment in which life
cannot be sustained without oxygen. To avoid the need to wear oxygen masks,
the pressure in the cabin is raised higher than it is outside, which provides
sufficient oxygen in the air for the passengers to breathe normally.
In the 1950s, piston-engined aircraft, had a pressure differential across the cabin
wall about two pounds per square inch (psi) maximum. Modern aircraft cabins
can sustain a pressure differential between 8 and 10 psi, so there must not be
any part of the structure containing 'stress raisers' which would concentrate
stress to an unacceptable level. Much of the structure of modern aircraft has
been built to the 'fail safe' philosophy, in which the structure is built with multiple
load paths for the major stresses to pass through, to cater for the unlikely failure
of a single structural item.
Pressurisation Sealing
All joints in the structure, as well as openings such as doors, panels, emergency
exits, etc. must be completely airtight during flight, to prevent the cabin pressure
leaking below its required level. Joints are constructed with an interface of sealing
compound, whereas windows and doors employ pre-formed rubber seals around
their edges. The points where control tubes and cables pass in and out of the
pressure hull, utilise some form of flexible bellows which are leak proof but move
with the controls.
Pressurisation Sealing
Figure 3
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AIRFRAME
STRUCTURES
1.1.5 ATTACHMENTS
The fuselage can, as mentioned earlier, carry most of the major loads, both on
the ground and in flight. To this end, most of the other airframe components such
as the wing, stabilisers, pylon and undercarriage, can be fitted to the fuselage.
The wings can be mounted above or below the passenger compartment. As
already mentioned, wings are usually attached to the fuselage with multiple
attachments, although light aircraft may still have wings attached with as few as
two bolts.
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AEROPLANE
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The horizontal and vertical stabilisers can be fitted to the fuselage in numerous
different ways. When the horizontal stabiliser is fitted part-way up or on the top of
the vertical stabiliser, there will be only one strong attachment point. Otherwise,
there will be separate attachments for the fin and for the left and right tailplane
sections.
Where a moving horizontal stabiliser is employed, the attachment will consist of
left and right rear pivot fittings and a single forward attachment to a trim actuator.
On rare occasions, the rear fuselage is manufactured, together with the
stabilisers, as one integral unit. Because the loads generated by the empennage,
it is usual to find that the rear fuselage structure has stronger frames around the
stabiliser attachment points. These frames transmit the loads along the fuselage
and away from the tail.
The same technique is used when the engines are attached to wing or to rear
fuselage mounted pylons The Fokker 70/100, for example, has oblique frames to
connect the vertical stabiliser to the top mounted tailplane and to the fuselage,
plus two heavy frames to transmit all the engine thrust loads into the fuselage.
Strengthened Frames
Figure 6
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engineering
AIRFRAME
STRUCTURES
As previously mentioned, the landing gear can be attached either to the fuselage,
the wings, or within wing mounted engine nacelles. Because of the need for cabin
space, fuselage mounted landing gear on passenger and freight-carrying aircraft,
often have the main landing gears mounted in fairings or nacelles beneath the
fuselage as in the ATR-72, detailed below.
JAR 66 CATEGORY B1
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MODULE 11.03
AEROPLANE
STRUCTURES
Aircraft that carry passengers as well as crew, all have to have seats that comply
with crashworthiness regulations. These regulations dictate that the seats with a
person correctly strapped in place, must be able to survive a sudden stop of over
20 times the force of gravity, (20g), without the floor mountings (to which the seat
is attached) failing, or the seat itself collapsing.
Although aircraft seats appear to resemble normal domestic seats, the tubular
framework and floor attachment 'feet' are very strong, yet are light in weight and
can be disconnected from the floor if necessary, by releasing a few quick-release
fasteners.
Passenger compartment floors of modern aircraft are often panels of the
composite material Fibrelam, which are strong enough to carry most of the
general loads created by passengers and galley equipment. The panels are
themselves supported by lateral and longitudinal beams, which are primary
structure, into which the panels fit. Lateral beams are attached to the lower
portion of the (usually) circular fuselage frames and longitudinal beams supported
by the lateral beams, are those upon which the seats are fitted.
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AIRFRAME
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1.1.7 DOORS
This topic covers most methods of entry and exit from the fuselage, including
those for passengers, crew, refreshments and meals, baggage and major
maintenance access. In addition, some doors are dedicated to emergencies only
and will therefore remain unused during normal operations.
If the aircraft has a cabin pressurisation system, the doors have to be more
substantial than for a non-pressurised type and be fitted with safety devices to
prevent accidental opening. One method to prevent this happening is allow the
door to open inwards so that the door 'plugs' the aperture when closed and is
held in place by the cabin pressure in addition to the door frame locating bolts.
Any door on pressurised aircraft that does open outwards, must have additional
devices and protection mechanisms fitted to prevent accidental opening and a
flight deck warning system to inform the crew if it is not properly closed and
secured.
Non-pressurised aircraft doors still have to be safe, with a system of handles and
latches that operate in a specific order or after the application of a certain force.
Doors on most aircraft are constructed in a similar way to the fuselage with an
inner and an outer skin and vertical and horizontal members. The sometimes
complex locking and latching mechanisms, plus the indicating and warning
electrical wiring systems are all contained within this structure.
Most fuselage doors are operated manually, but much larger freight/cargo doors
are either electrically or hydraulically operated. Another requirement on all cabin
doors, (normal exit/entry and emergency type) is the need for efficient emergency
egress in the event of a mishap on the ground. They must be operable by a
single handle whose operation shall be rapid and obvious. Most doors have
decals and large red arrows, to clearly indicate the way in which the handles are
to be rotated or moved to open the door.
Dedicated emergency exits are almost always 'plug' type and, therefore, cannot
be opened in flight due to the cabin pressure acting on door opening mechanism
(usually an over-centre type a cam arrangement) thus preventing handle rotation.
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MODULE 11.03
AEROPLANE
STRUCTURES
Door Mechanism
Figure 10
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AIRFRAME
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To prevent leakage of the cabin pressure, all doors have to have a substantial
seal around their edges to keep the aperture between door and surrounding
fuselage frame airtight. Some seals just compress and fill the space when the
door is closed, others use cabin air to inflate and therefore expand the seal to
achieve the same result. Fig 11 shows a typical door seal arrangement.
1.1.8 WINDOWS AND WINDSCREENS
All the transparencies on non-pressurised aircraft are normally made from acrylic
or some other clear plastic material. On pressurised aircraft, flight deck
windscreens have to comply with very strict bird-strike regulations and are made
from a toughened sandwich of glass/plastic/glass The passenger cabin windows
are manufactured from acrylic, mylar or other plastics.
It must be considered that an aircraft travelling at 400 knots which collides with a
bird weighing 3kg, could suffer severe structural damage, engine failure and more
importantly, if the bird struck a windscreen and broke through, it could cause
serious injury. Furthermore, rapid decompression of the pressure cabin would
result. The regulations state that during testing, when a dead bird is fired at it
from a large air gun, the screen must be able to survive the impact.
Consequently, the glass/plastic/glass sandwich is fitted with a heating element
between the interface of the front glass panel and the plastic core. Not only does
the heater provide anti-icing protection, but helps absorb impact since it makes
the plastic core more pliable and shock absorbent. The section through a typical
windscreen below shows how the lamination of glass and plastic layers is
arranged.
Windscreen Construction
Figure 12
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JAR 66 CATEGORY B1
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MODULE 11.03
AEROPLANE
STRUCTURES
Passenger cabin windows are almost always made from acrylic plastic. This
saves quite a lot of weight as well as cost. For added safety, the acrylic cabin
windows are actually two layers with a space in between, so that if one fails the
other will carry the pressurisation loads, a typical case of fail safe. In addition,
some cabin window assemblies have a third, pane of acrylic fitted to help reduce
the engine noise in the cabin from the power-plants outside.
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JAR 66 CATEGORY B1
MODULE 11.03
uk
engineering
AIRFRAME
STRUCTURES
1.2 WINGS
1.2.1 CONSTRUCTION
The methods by which the wings produce lift were covered in Module 8, so this
module will concentrate on wing construction and their attachments.
To classify the many types of wing it is best to break them down into different
groups. The first sub-division is either those that are externally braced or those
that are of cantilever construction. (no external bracing). In the early days the
majority of aircraft were constructed with the whole aircraft, including the wings,
being braced by wires and struts. These produced very high drag, although the
overall structural weight could be kept down.
As materials and the wing construction became stronger, the number of wires
were progressively reduced, until in the mid-1930's the first genuine fully
cantilever wings with no external bracing, were put into production. This does not
mean the bracing has been eliminated, it just means that all bracing is included
within the wing structure and made much stronger. Fig 14 below, shows how the
external bracing of a biplane has been replaced with more efficient internal
bracing on a cantilever wing.
JAR 66 CATEGORY B1
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MODULE 11.03
AEROPLANE
STRUCTURES
The heart of a wing is the spar (or spars), to which are attached the ribs stringers
and other structural items. The number of spars is decided by the designer or
design team, but modern airliners normally have two. It is usual to attach landing
gears, primary flying controls, leading and trailing edge devices, to one or other of
the spars within the wing on larger aircraft.
Simpler wings on, for example, a light aircraft, will have only one main spar but
some aircraft can have up to five, which has a measure of 'fail safe' philosophy. If
military aircraft are considered, some modern fighters can have more than 15
spars as part of the damage tolerant design application.
Wing planforms can show an infinite number of different shapes, that are purpose
built and satisfactory for providing lift. These could be generally grouped into
straight, swept, delta and combination wings. Straight wings include those with a
slightly swept leading edge, trailing edge or both.
Swept wings are usually categorised as those with both leading and trailing
edges swept back, at a variety of different angles, whilst the delta-winged shape
(from the Greek for triangle) is self-explanatory.
Under the cover-all title of 'Combination', the selection of silhouettes below should
give an idea of the wide range of wings that can be found on modern day aircraft,
in addition to the more conventional planforms mentioned above.
Wing Planforms
Figure16
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AIRFRAME
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Rigid Tanks
Because of their shape, wings are often designed to be used for fuel storage.
They can either contain separate fuel tanks within the wing structure, or use the
wing structure itself, suitably sealed, to make integral tanks.
Separate internal tanks are usually manufactured from either light alloy or from
flexible, rubberised fabric. Rigid light alloy tanks are first riveted, then welded to
make them fuel tight and are securely clamped into the wing structure by straps
or tie bars. They will often have baffles inside, to prevent fuel surge from one end
of the tank to the other.
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AEROPLANE
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engineering
Flexible Tanks
Flexible tanks, (Fig 18), also referred to as 'bladder' tanks, have to be located
snugly into the tank bay within the wing, because the sides of the bay provide
support to the relatively weak tank skin. Older types of flexible tanks were made
from rubber- covered fabric. These days the fabric is replaced by man-made
fibres, impregnated with neoprene or some similar fuel tight material.
Integral Tanks
Integral fuel tanks are found on most, if not all, modern commercial aircraft.
During manufacture, practically the entire wing structure becomes a box,
comprising front and rear spars, top and bottom wing skins, inboard and outboard
sealed ribs, into which are installed pumps, drains, filler caps and vents.
The main advantage of the integral tank, is that it provides maximum fuel capacity
for the minimum amount of weight and the only sealing required, is that applied to
the seams after construction is completed.
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MODULE 11.03
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engineering
AIRFRAME
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As mentioned earlier, the attachments for major components can often be strong
points on the wing spars, or even a separate spar built specifically for that
purpose.. One such component that falls into this category is the main landing
gear, otherwise known as the undercarriage. On some very large aircraft, like the
Boeing 747 or Airbus A340, additional body gears, as well as conventional wing
gears are to be found. These have to have reinforcements built into the lower
fuselage structure to absorb the extreme loads at touch down.
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MODULE 11.03
AEROPLANE
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1.2.4 PYLONS
Many aircraft have engines mounted on pylons attached to the wing. With this so
called podded engine configuration, the pylons have to take very large thrust
forces from the engines and transfer it to the airframe. This is normally achieved
by attaching the engine to strong points on the pylon and attaching the pylon to
the wing spars. Thrust links are then fixed to the engine frame and the wing spars
to transfer the engine thrust efficiently. Pylons must be positioned low enough so
that the engine exhaust doesnt strike the wing structure, but not too close to the
ground to risk a runway scrape. The Boeing 737-600 is a fine example of this
compromise.
Turbo-Propeller Mounting
Figure 22
Issue 1 04 Sept 2001
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AIRFRAME
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SR
99
All of the flying controls on the wing will be attached to strong points on either the
front or rear spars. This includes high and low speed ailerons, leading and trailing
edge flaps, slats, roll spoilers, speed brakes and lift dumpers. The wing structure
must therefore be made strong enough not only to carry the lift forces in flight but
the additional loads of pilot control inputs, additional drag devices, etc.
Consequently, the spars, are always the strongest part of the wing structure.
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MODULE 11.03
AEROPLANE
STRUCTURES
1.3 STABILISERS
The vertical stabiliser (fin) produces directional or lateral stability, whilst the
horizontal stabiliser (tailplane) produces longitudinal stability. As was mentioned
in the aerodynamics section, these surfaces are of similar construction to the
wings with spars, ribs, stringers etc,. They have to resist the twisting forces from
the control surfaces mounted on the trailing edges. In many cases, the fin is
similar to one half of the tailplane and on a number of light aircraft, it is actually
constructed in this way, thereby simplifying production and component parts.
Light aircraft have stabilisers manufactured from welded tube or fabricated from
thin aluminium sheet of simple construction. As the aircraft size and weight
increases, the surfaces will be made from stronger milled or machined skins and
forged spars. Below can be seen examples of the empennage of light aircraft,
Piper Cub and Cherokee and Cessna 150, showing their simple construction.
Empennage Construction
Figure 25
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Elevator Structure
Figure 26
To prevent the risk of flutter, as previously described, the ailerons, elevator and
rudder, are all constructed so that the part of the surface behind the hinge line, is
as light as possible and a number of calibrated weights are added to the leading
edge of the surface. These weights are known as mass balance weights, (see
cutaway above) and the procedure is known as mass balancing.
In addition to mass balancing, surfaces that do not have the benefit of hydraulic
power assistance, (see later) and are difficult to move when the aircraft is at high
speed, have the benefit of aerodynamic balancing. To achieve this simply and as
previously discussed, the hinge of the control is inset, so that part of the surface
in front of the hinge line projects into the airstream, when the control is deflected
from neutral.
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All engines are subject to vibration that can be sensed inside the aircraft. To
reduce this, the engine mounts are designed not only to hold the engine securely
and to transmit the thrust, but the mounts themselves are fabricated with a shock
absorbing material. This is usually an elastomeric or metallic woven block and will
absorb a large proportion of the vibration providing the passengers and crew with
a smooth flight.
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INTENTIONALLY BLANK
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