HELLENIC AEROSPACE INDUSTRY S.

A 
TRAINING DIRECTORATE 
 
 
PROJECT #5
Group:  GHQ21AV2
Course:  N0131
Subject:  MODULE 13, AIRCRAFT AERODYNAMICS, STRUCTURES
Hand in 15/03/2023
Date: 
Hand out
Date: 
Student's Data 
Student's Name:  

 
Student's ID:

Q1

PC1.1 Describe the operation and effect of high lift and drag-inducing devices including slots, slats, flaps
and spoilers, lift dumpers, speed brakes in accordance with aviation industry practice and Armed Forces
technical manuals and air operations and aircraft maintenance standard operating procedures (SOPs)

Q2

PC1.3 Define commonly used rotary wing aerodynamics terminologies in accordance with aviation
industry texts and Armed Forces technical manuals and air operations standard operating procedures
(SOPs)

Q3

PC1.4 Describe the operation and effect of trim and balance devices including trim tabs, servo tabs and
control surface bias in accordance with aviation industry practice and Armed Forces technical manuals and
air operations and aircraft maintenance standard operating procedures (SOPs)

Q4

PC1.6 Explain terms relating to high speed flight including speed of sound, subsonic flight, transonic
flight, supersonic flight in accordance with aviation industry texts and Armed Forces technical manuals
and air operations standard operating procedures (SOPs)
Q5

PC1.8 Assess the effects of stall control devices including elevons, ruddervators in accordance with
aviation industry practice, manufacturer’s technical specifications, and Armed Forces technical manuals
and air operations standard operating procedures (SOPs)

Q6

PC1.9 Interpret the aerodynamic effects of high-speed flight in accordance with aviation industry
practice, manufacturer’s technical specifications, and Armed Forces technical manuals and air operations
standard operating procedures (SOPs)

Q7

PC2.1 Explain the common referencing standard for commercial aircraft documentation Air Transport
Association (ATA) numbering system and its purpose

Q8

PC2.3 Explain the advantages of the Air Transport Association (ATA) system for military aircraft
maintenance technicians

Q9

PC2.4 Explain the airworthiness requirements for structural strength in accordance with aviation industry
practice and Armed Forces airworthiness manuals and aircraft maintenance standard operating
procedures (SOPs)

Q10

PC2.5 Explain the classifications of aircraft structures in accordance with aviation industry practice and
Armed Forces technical manuals and aircraft operations and maintenance standard operating procedures
(SOPs)

Q11

PC2.8 Explain how the aircraft is protected from lightning strikes and other static discharges in
accordance with aviation industry practice and Armed Forces technical manuals and aircraft operations,
maintenance, and safety standard operating procedures (SOPs)

Q12

PC2.9 Explain the principles and methods of aircraft electrical bonding in accordance with aviation
industry practice and Armed Forces technical manuals and aircraft maintenance, and safety standard
operating procedures (SOPs)

Q13
PC1.1 Explain the different layouts of aircraft fuel systems in accordance with manufacturer’s technical
specifications, and Armed Forces maintenance manuals and systems and aircraft maintenance standard
operating procedures (SOPs) and using engineering drawings, diagrams and schematics

Q14

PC1.2 Explain the different types of aircraft fuel tanks for military aircraft in accordance with
manufacturer’s technical specifications, and Armed Forces maintenance manuals and systems and aircraft
maintenance standard operating procedures (SOPs)

Q15

PC1.5 Describe fuel cross-feed and transfer systems in accordance with manufacturer’s technical
specifications, and Armed Forces maintenance manuals and systems and aircraft maintenance standard
operating procedures (SOPs)

Q16

PC1.6 Explain fuel indications and warning systems in accordance with manufacturer’s technical
specifications, and Armed Forces maintenance manuals and systems and aircraft maintenance standard
operating procedures (SOPs) and using engineering drawings, diagrams and schematics

Q17

PC2.1 Describe aircraft system layouts in accordance with manufacturer’s technical specifications, and
Armed Forces maintenance manuals and systems and aircraft maintenance standard operating
procedures (SOPs) and using engineering drawings, diagrams and schematics

Q18

PC2.2 Describe hydraulic filters and the types and properties of hydraulic fluids in accordance with
manufacturer’s technical specifications, and Armed Forces maintenance manuals and systems and aircraft
maintenance standard operating procedures (SOPs)

Q19

PC2.3 Describe hydraulic reservoirs and accumulators in accordance with manufacturer’s technical
specifications, and Armed Forces maintenance manuals and systems and aircraft maintenance standard
operating procedures (SOPs)

Q20

PC2.4 Explain the concept of hydraulic pressure generation in accordance with manufacturer’s technical
specifications, and Armed Forces maintenance manuals and systems and aircraft maintenance standard
operating procedures (SOPs)

Q21
PC2.5 Explain the concept of hydraulic pressure control and power distribution in accordance with
manufacturer’s technical specifications, and Armed Forces maintenance manuals and systems and aircraft
maintenance standard operating procedures (SOPs) and using engineering drawings, diagrams and
schematics

Q22

PC2.12 Describe aircraft tyres, their design, classification and application in accordance with
manufacturer’s technical specifications, and Armed Forces maintenance manuals and systems and aircraft
maintenance standard operating procedures (SOPs)

Q23

PC4.6 State the purpose and function of each of the following sub-systems that may be included in a
cabin network service system in accordance with manufacturer’s technical specifications, and Armed
Forces maintenance manuals and systems and aircraft maintenance standard operating procedures (SOPs)
and using engineering drawings, diagrams and schematics:

a) Data/radio communication

b) Cabin core system (CCS)

c) In-flight entertainment system (IFES)

d) External communication system (ECS)

e) Cabin mass memory system (CMMS)

f) Cabin monitoring system (CMS)

g) Miscellaneous cabin systems (MCSs)

h) Cabin network service (CNS)

________________________________________________________________________________________________________________

1) PC 1.1

High lift and drag-inducing devices are used to alter the lift and drag characteristics of an aircraft's wings.

Slots are openings in the leading edge of the wing that allow air to flow through and over the wing,
increasing lift at low speeds.
Slats are hinged surfaces attached to the leading edge of the wing that can be extended to change the
shape of the wing and increase lift. Flaps are hinged surfaces attached to the trailing edge of the wing
that can be extended to increase the camber of the wing and increase lift. Spoilers are retractable surfaces
on the top of the wing that can be extended to disrupt the smooth flow of air over the wing and reduce
lift. Lift dumpers are mechanical devices used to quickly reduce lift in emergency situations. Speed brakes
are retractable surfaces used to increase drag and help slow down the aircraft.

2) PC 1.3

Here are some commonly used rotary wing aerodynamics terms:

1.Blade pitch: The angle of the rotor blade relative to the plane of rotation. Blade pitch can be adjusted to
control the lift generated by the

rotor.

2.Collective pitch: A control that adjusts the blade pitch of all the blades on a helicopter's rotor at the
same time. Collective pitch is used

to control the lift generated by the rotor.

3.Cyclic pitch: A control that adjusts the blade pitch of each blade on a helicopter's rotor independently.
Cyclic pitch is used to control the

direction of the lift generated by the rotor.

3) PC 1.4

Trim tabs are small, adjustable surfaces attached to main control surfaces such as ailerons or rudder. They
help the pilot maintain a desired flight attitude or condition with minimal input. Servo tabs are similar to
trim tabs but use a mechanical linkage to the control surface to reduce the force needed to move it.
Control surface bias refers to the balance of control surface deflection between the left and right sides of
an aircraft

4) PC 1.6

Trim tabs are small, adjustable surfaces attached to main control surfaces such as ailerons or rudder. They
help the pilot maintain a desired flight attitude or condition with minimal input. Servo tabs are similar to
trim tabs but use a mechanical linkage to the control surface to reduce the force needed to move it.
Control surface bias refers to the balance of control surface deflection between the left and right sides of
an aircraft.

5) PC 1.8
Stall control devices are used to improve the stall characteristics of an aircraft and help prevent a stall
from occurring. Elevons are control surfaces that combine the functions of elevators and ailerons. They are
hinged surfaces on the trailing edge of the wing that can be used to control both pitch and roll. Elevons
are used on some aircraft to provide additional pitch control at high angles of attack, where the elevators
may lose effectiveness.

Ruddervators are control surfaces that combine the functions of rudder and elevators. They are hinged
surfaces on the trailing edge of the horizontal stabilizer that can be used to control both yaw and pitch.
Ruddervators are used on some aircraft to provide additional pitch control at high angles of attack, where
the elevators may lose effectiveness.

The effects of stall control devices depend on how they are used and the specific aircraft they are installed
on. In general, stall control devices can help to improve the stall characteristics of an aircraft by providing
additional pitch and yaw control at high angles of attack. This can help to prevent a stall from occurring
and improve the overall stability and handling of the aircraft.

6) PC 1.9

At high speeds, the airflow around an aircraft becomes highly disrupted, which can cause significant drag
and affect the stability of the aircraft. High-speed flight also generates additional loads on the aircraft
structure, which must be taken into account during the design process.

7) PC 2.1

The Air Transport Association (ATA) numbering system is a standardized system for identifying aircraft
maintenance requirements and procedures. It is used by aircraft manufacturers, airlines, and maintenance
organizations to ensure that aircraft are maintained and repaired consistently and efficiently.

8) PC 2.3

The purpose of the ATA numbering system is to standardize and simplify the documentation of aircraft
maintenance requirements and procedures. It allows different organizations to use a common language
and reference system when working on aircraft, which helps to ensure that aircraft are maintained and
repaired to the highest possible standards

9) PC 2.4

Airworthiness requirements for structural strength refer to the standards and regulations that must be
met in order for an aircraft to be considered safe for flight. These requirements ensure that an aircraft's
structure is able to withstand the loads and stresses it will encounter during operation, including takeoff
and landing, turbulence, and other normal and abnormal conditions

10) PC 2.5

Primary structures: These are the structural components that provide the primary support and load-
bearing function of the aircraft. Examples include the fuselage, wings, and empenage.
Secondary structures: These are structural components that support and reinforce the primary structures,
but do not bear the primary loads of the aircraft. Examples include fairings, fillets, and access panels.

Tertiary structures: These are structural components that are not essential to the primary or secondary
load-bearing functions of the aircraft, but serve other important functions such as providing access or
housing equipment. Examples include doors, windows, and radomes.

11) PC 2.8

As an aircraft flies throughout the air, its surface can become highly charged with static electricity. Static
dischargers, or wicks, are installed on aircraft to reduce radio receiver interference.They discharge
precipitation static at points a critical distance away from avionics antennas where there is little or no
coupling of the static to cause interference or noise.

12) PC 2.9

Aircraft electrical bonding refers to the process of connecting various metal parts of an aircraft together in
order to ensure that they have the same electrical potential. This helps to prevent electrical charges from
building up on different parts of the aircraft, which can cause electrical discharges and potentially lead to
damage or malfunction. There are several methods that can be used to achieve proper electrical bonding
on an aircraft. One method is the use of bonding jumpers, which are conductive cables or straps that are
used to physically connect different metal parts of the aircraft. Another method is the use of bonding
wires, which are thin conductive wires that are used to connect different parts of the aircraft's electrical
systems

13) PC1.1

Each aircraft fuel system must store and deliver clean fuel to the engine(s) at a pressure and flow rate able
to sustain operations regardless of theoperating conditions of the aircraft.The fuel subsystems found on
jet transport aircraft are:

1. Storage

2. Vent

3. Distribution

4. Feed

5. Indictaing

14) PC1.2

Most transport category aircraft fuel systems are very much alike. On many aircraft, especially transport
category and high performance aircraft, pa.rt of the structure of the wings or fuselage is sealed with a fuel
resistant two-part sealant to form a fuel tank. The sealed skin and structural members provide the highest
volume of space available with the lowest weight. This type of tank is called an integral fuel tank since it
forms a tank as a unit within the airframe structure. Integral fuel tanks in the otherwise unused space
inside the wings are most common. Aircraft with integnd fuel tanks in the wings are said to have wet
wings. Center wing section or fuselage tanks are also common. these may be sealed structure or bladder
type. an overflow tank, which is normally empty but sealed to hold fuel when needed. When an aircraft
maneuvers, the long horizontal nature of an integral wing tank requires baffling to keep the fuel from
sloshing. 1he wing ribs and box beam structural members serve as baffles and others may be added
specifically for that purpose. Integral fuel tanks must have access panels for inspection and repa.irs of the
tanks and other fuel system components. On large aircraft, technicians physically enter the tank for
maintenance. Transport category aircraft often have more than a dozen oval access panels or tank plates
on the bottom surface of the wing for this purpose. For fuel management purposes, sometimes a wing is
sealed into separate tanks and may include a surge tank.

15) PC1.5

Itis important for the flight crew as well as technicians to manage the location of fuel between tanks. The
fuel transfer system is the series of fuel lines and valves that permits movement of fuel from one tank to
another on board the aircraft. Fuel boost pumps or dedicated transfer pumps move fuel from the tank in
which the pump is located into a manifold containing valves for the other tanks. By opening the fuel valve
(or refuelling valve) to the tank into which fuel is desired, the fuel is transferred from one tank, into the
manifold, and then into to the desired tank. Additionally, the transfer system can function to supply the
engines if the normal engine fuel feed malfunctions.

Not all jet transports have such fuel transfer capability. Through the use of a fuel feed manifold and cross-
feed valves, some aircraft simply allow engines to be run off fuel from any tank as a means for managing
fuel location. The 737 does not have transfer pumps and a dedicated transfer manifold. It does havea fuel
manifold made up of interconnect fuel lines from each boost pump. A cross feed valve separates the
manifold into two halves.

Normally, the left fuel manifold is used to operate the left engine and the right fuel manifold is used to
operate the right engine. The boost pumps on one side of the aircraft pump fuel to the engine on the
opposite side when the cross-feed valve is open.

16) PC1.6

Fuel indicators used for each engine for monitoring fuel delivery to the engines. The indicator is displayed
on multifunction display and allow the crew to monitor the fuel temperature. The sensors of warning
lights are located in the boost pump outlet line and give indication of a possible failure.
 17) PC2.1

There are two types 1. Open center hydraulic system.: is this which having fluid flow but no pressure in the
system then the actuating mechanism is idle. The pump circulates the fluid from the reservoir through the
selector valves and back to the reservoir. The selector valves are always connected in series.

2. closed center systems: the fluid is under the pressure whenever the power pump is operating. The
selector or directional control valves are arranged in parallel and not in series

18) PC2.2

Filters used to clean the fluid, prevent foreign particles and contaminations from remaining in the system.
Can be located within the reservoir, in the pressure line, return line or any other location to prevent the
system against impurities.

Toassure proper system operation and to avoid damage to nonmetallic components of the hydraulic
system, the correct fluid must be used. When addingfluid to asystem, use the type specified in the aircraft
manufacturer's maintenance mant1al or on the instruction plate affixed to the reservoir or unit being
serviced.

Types of fluids: minerals, polyalphalefins, phosphate esters

Properties: fluidity, don’t cause corrosion, pressure, incompressibility,

19) PC2.3

The reservoir is a tank in which an adequate supply of fluid for the system is stored. Fluid .flows from the
reservoir to the pump, where it is forced through the system and eventually returned to the reservoir. The
reservoir not only supplies the operating needs of the system, butit also replenishes flllid lost through
leakage. Furthermore, the reservoir serves as an overflow basinfor excess fluid forced out of the system by
thermal expansion (the increase of fluid volume caused by temperature changes), the accumulators, and
by piston and rod displacement. The reservoir also furnishes a place for the fluid to purge itself of air
bubbles that may enter the system. Foreign matter picked up in the system may also be separated from
the fluid in the reservoir or as it flows through line filters. Reservoirs are either pressurized or non-
pressurized. Baffles and/or fins are incorporated in most reservoirs to keep the fluid within the reservoir
from having random movement, such as vortexing (swirling) and surging. These conditions can cause fluid
to foam and air to enter the pump along with the fluid. Many reservoirs incorporate strainers in the filler
neck to prevent the entry of foreign matter during servicing.

The accumulator is a steel sphere divided into two chambers by a synthetic rubber diaphragm. 'TI1e upper
chamber contains fluid at system pressure, while the lowerchamberischarged with nitrogenorair.Cylindrical
types are also used in high-pressure hydraulic systems. Many aircraft have several accumulators in the
hydraulic system. There may be a main system accumulator and an emergency system accumulator. There
may also be auxiliary accumulators located in various sub-systems
Reservoir is a tank in which an adequate supply of fluid for the system is stored. There are two categories
non pressurized and pressurized reservoirs.

Accumulators :is a steel spher divided into two chambers by a synthetic rubber diaphragm. They are
separated at spherical and cylindrical.

20) PC2.4

All aircraft hydraulic systems have at least one power driven pump and may include a hand pump as an
additional unit when the power-driven pump is inoperative. The pump is the source of fluid flow, which
when restricted, generates pressure in the hydraulic system. A hydraulic pump can be driven mechanically,
electrically or with pneumatic air.

21) PC2.5 page14.18-14.20

The safe and efficient operation of fluid power systems require a means of controlling pressure. There are
valves to reduce the pressure , some to keep the pressure in a system and some are an escape of
pressure.

These are: relief valves, pressure regulators and pressure reducedrs.

Power distribution: is controlled through the use of variety of flow control valves. These control the speed
and direction of fluid flow.

22) PC 2.12

Aircraft tyres may be tube-type or tubeless. They support the weight of the aircraft while it is on the
ground and provide the necessary traction for braking and stopping. The tires also help absorb the shock
of landing and cushion the roughness of take off, rollout, and taxi operations. Aircraft tires must be
carefully maintained to perform as required. They accept a variety of static and dynamic stresses and must
do so dependably in a wide range of operating conditions. Aircraft tires are classified in various ways
including by: type, ply rating, whether they are tube-type or tubeless, and whether they are bias ply tires
or radials. Identifying a tire by its dimensions is also used.

An aircraft tire is constructed for the purpose it serves. Unlike an automobile or truck tire, it does not have
to carry a load for a long period of continuous operation. However, an aircraft tire must absorb the high
impact loads of landing and be able to operate at high speeds even if only for a short time.

23) PC4.6
a) Data/radio communication

A cabin intercommunication data system is used by flight attendants, pilots, and passengers. Typical user
interfaces for the system are flight attendant panels, cabin handsets, cockpit handsets, and flight
attendant call buttons at passenger seats, here are also speakers and passenger information lights/signs.
Flight attendants can use the system to call each other in various parts of the cabin. For example, a flight
attendant located at the galley at the front of the cabin can call another flight attendant who is at the rear
of the cabin. Also, the pilots on the flight deck can call the flight attendants at their stations in the cabin,
and vice versa. Flight attendants can make general announcements to the passengers. Passengers can
activate flight attendant call lights. An example of a cabin intercommunication system is described below
under 777 Cabin Services System. PA announcements, made through Cabin speakers and passengers
headsets, over-ride all other passengers audio and entertainment. Pilot's PA announcements have priority
over Cabin Crew PA announcements for obvious safety reasons. "Chimes" are a sound similar to a low
frequency bell and are used to gain the attention of Cabin Crew through the cabin speakers.

b) Cabin core system (CCS)

The system is called the cabin services system (CSS). It includes both the cabin intercommunication data
system and the cabin network service. The system is digital and makes extensive use of digital data buses.
The system uses three different data bus systems: ARINC 629, the CSS Intersystem Bus, and ARINC 628.
The ARINC 629 bus connects to the aircraft information management system (AIMS), which is the primary
information management system for the aircraft. The CSS intersystem bus is a data transfer bus internal to
the cabin system.

c) In-flight entertainment system (IFES)

The IFE equipment typically includes a video display, an audio headphone jack, and controls for selecting
specific video or audio content to be enjoyed by the passenger. It can also include other items, such as a
credit card reader, or a port for connecting the passenger's own personal equipment to the system. The
system may allow for connection of a device to the internet. These functions are provided by a central
source. This central source may be called the main IFE computer. As stated previously, various versions of
IFE systems are available from various manufacturers, and their terminology and features differ somewhat.

d) External communication system (ECS)

Although a large amount of data can be stored on board the aircraft and accessed by the cabin system, it
is also useful to communicate with points outside the aircraft. This involves connecting with the internet,
and with the telephone system. To do this, the aircraft's external communication system is used to
connect with either a ground-based network or a satellite-based network. There are several commercial
networks available, and each of them has advantages and disadvantages. Changes and upgrades to these
networks occur frequently. Direct communication from the aircraft to the ground is used if the
sender/receiver links are within line-ofsight range. Network systems automatically decide the routing at
specific time communication is taking place. There are systems that are designed for just direct ground to
air, for example, if an aircraft is operated just in one defined geographical location. Depending on the
systems employed, ground based is faster than Satellite - it also must be expected that, generally, all air
Internet services will be slower than ground domestic/business systems.

e) Cabin mass memory system (CMMS)

The cabin mass memory system is where the data that isused in the cabin is stored. The mass memory
system can be programmed with cabin configuration information. This is information about the way the
seats are configured, for example, which seats are first class, and how many zones the cabin is divided
into. The cabin configuration programming varies, even the same make and model of aircraft can have
several possible cabin configurations. The mass memory system can store many types of data files. This
includes audio and video files that are used for passenger briefing and announcements, and can include
IFE such as pre-recorded music. An aircraft's mass memory system is accessible to the cabin crew through
user interfaces (control panels). Although it is stored in a central location, data from the mass memory
system can be transferred to access points around the cabin using digital data buses. The system can be
updated when necessary through a data loading system.

f) Cabin monitoring system (CMS)

Cabin monitoring systems are used to monitor various conditions in the passenger cabin. These
conditions can include (among others): Cabin temperature, lighting, status of passenger warning lights
such as "Fasten Seat Belts" and "No Smoking" lights, cabin entry and exit door status (open or closed),
Status of smoke and fire detectors in lavatories and elsewhere in the cabin, and Status of galley
equipment, such as water tanks. Information about the conditions being monitored can be accessed by
flight attendants in real time. It can also be stored and accessed later for purposes such as
troubleshooting and trend monitoring.

g) Miscellaneous cabin systems (MCSs)

Cabin systems, particularly in-flight entertainment systems, are the subject of intensive commercial
development. New systems are being marketed, and some existing aircraft that were built without
modern cabin systems are being retrofitted with them. Because these systems are highly visible to an
airline's customers (its passengers), they can affect the customers' choice of airline. Since the airline
industry is highly competitive, further refinements and improvements have recentlyoccurred in the areas
such as Cabin WI-FI.

h) Cabin network service (CNS)

A cabin network service is a digital system that is typically hosted on a server within the aircraft . It
provides services, such as access to email accounts and the internet. It may also provide access to data
stored in databases. A cabin network service is essentially a computer Local Area Network (LAN) within
the aircraft, one that can interface with external networks. The interconnections within the LAN can be
wired, or they can be wireless. The design trend is toward wireless connections. Because of the potential
for interference with other systems, the use of wireless is restricted to certain phases of flight. Operation
of wireless systems is not permitted during takeoffs and landings (refer to Wi-Fi section in this sub-
module).

Cabin Networks can transfer large volumes of data to many different locations by using multiplexing and
demultiplexing techniques, which are described below under In Flight Entertainment. Multiplexing reduces
the quantity of wiring needed, and allows advanced IFE generation systems to be easily developed and
installed in aircraft.