Chapter 1

Cấu trúc máy bay
Giảng viên thỉnh giảng: Trần Ngọc Linh

Email: ngoclinhtran@gmail.com
Nội dung khóa học
• Chương 1: Cấu trúc tổng quát máy bay
• Chương 2: Cấu trúc thân của máy bay
• Chương 3: Cấu trúc cánh cánh bay
• Chương 4: Cấu trúc đuôi máy bay
• Chương 5: Hệ thống cửa chắn gió và cửa sổ
• Chương 6: Hệ thống cửa máy bay
• Chương 7: Giá treo động cơ và vỏ động cơ
Chương 1: Cấu trúc tổng quát máy bay
1. Cấu trúc tổng quát máy bay
1.1 Các thành phần chính
1.2 Phân loại máy bay theo cấu trúc
1.3 Phân loại các cấu trúc máy bay
1.4 Phân vùng cấu trúc máy bay
1.5 Fail safe, safe life and damage tolerant concepts
2. Ứng suất tác dụng lên máy bay
2.1 Compression
2.2 Tension
2.3 Bending
2.4 Twisting/Torsion
2.5 Shear
• Máy bay có các thành phần chính tạo thành là thân, cánh, đuôi,
càng và tổ hợp tạo lực đẩy.
• Cánh máy bay: tạo lực nâng cho máy bay
• Thân máy bay: Cấu trúc liên kết các các phần của máy bay với
nhau, tạo không gian cho phi hành đoàn, hành khách và hàng
hóa.
• Đuôi máy bay: Ổn định dọc trục và chúc ngóc của máy bay
cũng như điều khiển theo các góc trên.
• Càng máy bay: nâng đỡ máy bay khi ở trên mặt đất cũng như
khi cất cánh, hạ cánh.
• Tổ hợp tạo lực đẩy: có thành phần chính là động cơ, tạo lực
đẩy cho máy bay.
Máy bay có thể được phân loại theo cấu trúc dựa
vào:
• Số lượng cánh, vị trí cánh;
• Số lượng thân;
• Vị trí đuôi;
• Loại càng hạ cánh
• Bố trí động cơ
• Máy bay cánh đôi

• Máy bay cánh đơn
• Cánh thấp
• Cánh giữa
• Cánh cao
• Máy bay một thân

• Máy bay 2 thân
• Bố trí đuôi cổ điển

• Bố trí đuôi ngang trước
• Không có đuôi ngang
• Càng có bánh xe
• Càng thuyền nổi
• Động cơ dưới cánh

• Động cơ trên cánh
• Động cơ trên thân
For the purpose of assessing damage and the
type of repairs to be carried out, the structure
of all aircraft is divided into three significant
categories:-
• Primary structure
• Secondary structure
• Tertiary structure
PRIMARY STRUCTURE
This structure includes all portions of aircraft, the
failure of which in flight or on the ground, would be
likely to cause:
• Catastrophic structural collapse
• Inability to operate a service
• Injury to occupants
• Loss of control
• Unintentional operation of a service
• Power unit failure
PRIMARY STRUCTURE
Examples of some types of primary structure are
as follows:
• Engine Mountings
• Fuselage Frames
• Main Floor members
• Main Spars
PRIMARY STRUCTURE
SECONDARY STRUCTURE
• This structure includes all portions of the aircraft which
would normally be regarded as primary structure, but
which unavoidably have such a reserve of strength over
design requirements that appreciable weakening may be
permitted, without risk of failure. It also includes
structure which, if damaged, would not impair the
safety of the aircraft as described earlier. Examples of
secondary structure include:
• Ribs and parts of skin in the wings.
• Skin and stringers in the fuselage
TERTIARY STRUCTURE
This type of structure includes all portions of the
structure in which the stresses are low, but
which, for various reasons, cannot be omitted
from the aircraft. Typical examples include
fairings, fillets and brackets which support items
in the fuselage and adjacent areas
• During many different maintenance operations
including component changes, structural repairs and
trouble shooting, it is necessary to indicate to the
engineer where, within the structure, the correct
location is to be found for the work to be carried out.
• When attempting to establish a specific location or
identifying components, some manufacturers make
use of two systems, a zonal system and a
frame/station method.
ZONAL SYSTEM
The zonal system divides the airframe into a
number of zones, (usually less than 10), to give
engineers and others a rough idea of where they
need to look. The zonal system may also be used
in component labelling and work card area
identification.
ZONAL SYSTEM
800 Door
STATION IDENTIFICATION SYSTEM
• Most manufacturers use a system of station marking
where, for example, the aircraft nose is designated Station
0 and other station designations are located at measured
distances aft of this point. Component and other locations
within the wings, tailplane, fin and nacelles are
established from separate dedicated station’s zero.
• Fuselage Locations
A particular fuselage station (or frame) would be
identified, for example, as Station 5050. This means that if
the metric system of measurement is employed, the frame is
located at 5.05 metres (5050mm) aft of station zero.

• Lateral Locations
To locate structures to the right or left of the aircraft,
many manufacturers consider the fuselage centre line as a station
zero. With such a system, the wing or tailplane ribs could be
identified as being a particular number of millimetres (or inches)
to the right or the left of the centre line.
• Vertical Locations
These are usually measured above or below a ‘water line’,
which is a predetermined reference line passing along the side of
the fuselage, usually, somewhere between the floor level and the
window line.

1.5 Fail safe, safe life and damage tolerant concepts
 SAFE LIFE
Structure must be free of cracks during the a/c defined
operational life
 FAIL SAFE
Multiple load path
 DAMAGE TOLERANCE
Structural part, damaged up to a limited extent, is able to sustain
predefined loads until it can be detected and repaired.
There are five major stresses and all will be found
somewhere within an aircraft structure. In the design stage,
the stresses will have been assessed by the designer and the
structure made strong enough to carry them adequately.
Furthermore, a reserve of strength will also have been
included for safety. The five types of stress are:
• Compression
• Tension
• Bending (a combination of compression and tension)
• Twisting/Torsion
• Shear
2.1 COMPRESSION
2.1 COMPRESSION
Compression is regarded as a primary stress and is the

resistance to any external force which tends to push the
body together. Compressive stresses applied to rivets
for example, expand the shank as they are driven in,
completely filling the hole and forming the head to hold
sheet metal skins
2.2 TENSION
2.2 TENSION
• Tension is the primary stress that tends to pull an
object apart. A flexible steel cable used in flying
control systems is an excellent example of a
component designed to withstand tension loads only.
It is easily bent, has little opposition to compression,
torsion or shear loads, but has an exceptional
strength/weight ratio when subjected to a purely
tension load.
2.3 BENDING
2.3 BENDING
Bending, when applied to a beam, tends to try to pull one
side apart while at the same time squeezing the other side
together. When a person stands on a diving board, the top of
the board is under tension while the bottom is under
compression.
Wing spars of cantilever wings are subject to bending
stresses. In flight, the top of the spar is being compressed
and the bottom is under tension while on the ground, the
reverse occurs, the top is in tension and the bottom is under
compression. If the wing is supported, the strut will be in
tension in flight and in compression on the ground.
2.4 TORSION
2.4 TORSION
A torsional stress is one that is put into a material when

it is twisted. When we twist a structural member, a
tensile stress acts diagonally across the member and a
compressive stress acts at right angles to the tension. A
good example is a crankshaft of an aircraft piston
engine which is under a torsional load when the engine
is driving the propeller.
2.5 SHEAR
2.5 SHEAR
A shear stress is one that resists the tendency to slice a
body apart.
For example a clevis bolt in a flying control system is
designed to take shear loads only. It is normally a high
strength steel bolt with a thin head and a fat shank.
These bolts secure the flexible steel cables to the control
surfaces and allow the cable to move with the control
surface without bending. The airload on the control
surface attempts to slice the bolt apart or shear it.

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Cấu trúc máy bay

Giảng viên thỉnh giảng: Trần Ngọc Linh

• Máy bay cánh đôi

• Máy bay một thân

• Bố trí đuôi cổ điển

• Động cơ dưới cánh

STATION IDENTIFICATION SYSTEM

STATION IDENTIFICATION SYSTEM

Compression is regarded as a primary stress and is the

A torsional stress is one that is put into a material when

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