Nacelles/Pylons (ATA 54)

Introduction (construction)
At present the layout of wing-mounted engine is generally used at the large
transport aircraft. This kind of layout has numerous merits, but large
interference drag is probably caused between the wing/pylon/nacelle and
the aerodynamic performance is affected accordingly. For a long time, a great
deal of effort has been made on the aerodynamic disturbance between the
wing/pylon/nacelle by the aircraft design engineers. As early as in the 1980s,
Refs.1, 2, 3 presented the PAN AIR method which was coupled to three-
dimensional boundary layer analysis for aerodynamic analysis and design of the
wing/nacelle configuration, and the interference drag between wing
and nacelle was reduced. Based on full potential equation, Saitoh et al.4 applied
the multi-disciplinary optimized methods to carry out the optimization of the
nacelle position. Gisin and Marshall5 had developed the optimization design of
the inboard wing/nacelle position using the superficial grid migration method.
Moreover, there are many other elaborations about wing/body/pylon/nacelle
design method.6, 7, 8, 9 Since the integrated distortion of pylon and nacelle is
very difficult to be realized, and the grids automatic divisions are difficult as
well, the optimization of the nacelle position is carried on the non-pylon
situation at present, or the other design method is “cut and try” which is
generally used in the engineering application. However, these methods are
difficult to satisfy the modern aircraft design requirements. Firstly, the
disturbance between pylon and nacelle/wing does physically exist, and the
drag of pylon changes with the nacelle position. All the mentioned issues may
cause certain deviation on nacelle position optimization result when the pylon
is installed. Secondly, when the coupling influence between nacelle and pylon
is considered into the design process, the massive manpower and the physical
resource will be thrown in “cut and try”, while it is difficult to obtain a best
design result. For example, when the better performance engine was changed
for Boeing 737-300 based on the prototype aircraft, the interference drag was
increased by the larger nacelle. The partial wing shape, nacelle shape and
installation position were adjusted by the design engineers again and again,
while the massive numerical simulation was carried out.1
To build an optimal design system which is used for the wing-pylon-nacelle
optimization, there are three key techniques to be resolved: (A) an efficient
and robust geometry modification method is required especially for juncture
regions, and the fast/robust grid distortion technology becomes important
concerns; (B) for new design variables, the key which directly affect the design
result and efficiency is whether the aerodynamic characteristics of the
corresponding geometry can be obtained fast and exactly; (C) the optimized

Algorithm
used in the process dominates the optimization efficiency for aerodynamic
optimization design as well as the overall convergence.
In connection with the optimization design requirements of the modern
transport, the wing-body-pylon-nacelle optimization design system has been
developed in this study based on the arbitrary space free form deformation
(FFD) technology,10, 11 and the dynamic spatial grid distortion
technology12, 13, 14, 15, 16 for the multi-block structured grid is developed for
complex aircraft configurations such as wing-body- pylon-nacelle. The present
design system is applied to DLR-F6 wing-body-pylon-nacelle configuration.
This configuration has strong aerodynamic interference at cruise condition. The
design objective is to reduce the interference drag.
Primary and secondary structure
In order to optimize the bulkiness of a primary structure of an aircraft engine attachment pylon
and thus make it easier to install under the wing and as close as possible to the pressure face
thereof, the disclosure herein provides an assembly in which the engine comprises a rear part
arranged under a wing element equipped with a wing box, the primary structure being made up
of the following independent elements: a first and a second side beam arranged one on each side
of a vertical mid-plane of the engine; and an intermediate structure through which the vertical
mid-plane of the engine passes and which is situated some distance from each of the first and
second side beams.

1. An assembly for an aircraft comprising a wing element, a bypass engine and an engine
attachment pylon, the engine comprising a rear part arranged under the wing element equipped
with a win g box, the pylon comprising a primary structure for transmitting loads from the engine
to the wing box, and the assembly further comprising attachment structure for attaching the
primary structure to the engine and attachment structure for attaching the primary structure to
the wing box,
wherein the primary structure is made up of the following independent elements:
a first and a second side beam arranged one on each side of a vertical mid-plane of the engine;
and
an intermediate structure through which the vertical mid-plane of the engine passes and which
is situated some distance from each of the first and second side beams.

2. The assembly for an aircraft according to claim 1, wherein the attachment structure for attaching the
primary structure to the engine comprises:

one or more first engine mounts connecting a front end of the first beam to a fan casing of the engine;

one or more second engine mounts connecting a front end of the second beam to the fan casing;

and

one or more third engine mounts connecting the intermediate structure to a central casing of the
engine,

and in that the attachment structure for attaching the primary structure to the wing box comprises:

one or more first wing mounts connecting a rear end of the first beam to the wing box;

one or more second wing mounts connecting a rear end of the second beam to the wing box; and

one or more third wing mounts connecting the intermediate structure to the wing box.

3. The assembly for an aircraft according to claim 2, wherein:

the first wing mount or mounts constitute an independent load-reacting statically determinate system;

the second wing mount or mounts constitute a load-reacting independent statically determinate system;

This standard identifies the competences you need to carry out maintenance activities on aircraft
fuselage, nacelles and pylons, in accordance with the approved aircraft maintenance manual, structural
repair manual, approved change documentation (service bulletin) and airworthiness requirements. It
covers both fixed wing and rotary winged aircraft, and includes structural units and associated
components which make up the compartments for equipment, passengers, crew and cargo/baggage,
and structural units and associated components which provide a means of mounting and housing the
power plant or rotor assembly. The maintenance activities will include the removal, fitting and, where
appropriate, testing of a range of fuselage components. You will be required to select the correct tools
and equipment to use, based on the operations to be performed and the components to be removed or
fitted. The fuselage maintenance activities will include removing the required components, fitting
approved replacements, and making repairs to primary and secondary airframe structures, as
appropriate to the aircraft type.

Firewalls of the Nacelles/Pylons

1. A fire wall placed around an aircraft engine,
A first member fixed to members around the engine;
A second member detachably connected to the first member by a fastener;
A fire prevention chamber provided corresponding to a connection portion between the first
member and the second member;
Bei to give a,
The fire prevention chamber includes a passage communicating with the outside,
The passage extends in a direction different from a direction toward the connection portion.
An aircraft firewall characterized by that.

2. A fire wall placed around an aircraft engine,

A first member fixed to members around the engine;
A second member detachably connected to the first member by a fastener;
A fire prevention chamber provided corresponding to a connection portion between the first
member and the second member;
With
The fire chamber, to name a closed system inside the sealing strip is configured on a part,
The seal piece contacts a piece of the fire chamber different from the connection;
An aircraft firewall characterized by that
3. An aircraft pylon,
Pylon struts that support the engine,
A fire wall fixed to the pylon strut;
A nacelle that covers the engine and is openable and closable;
A fireproof seal attached to the nacelle,
The firewall is
A first member fixed to the pylon strut;
When the nacelle is closed and detachably connected to the first member by a fastener, the
second member is in contact with the fireproof seal;
A fire prevention chamber provided corresponding to a connection portion between the first
member and the second member;
An aircraft pylon characterized by comprising:
 4. An aircraft,
Pylon struts that support the engine,
A fire wall fixed to the pylon strut;
A nacelle that covers the engine and is openable and closable;
A pylon having a fireproof seal attached to the nacelle,
The firewall is
A first member fixed to the pylon strut;
When the nacelle is closed and detachably connected to the first member by a fastener, the
second member is in contact with the fireproof seal;
A fire prevention chamber provided corresponding to a connection portion between the first
member and the second member;
An aircraft comprising:

Engines mounts
The alternately influence of mounts and operating behaviour of the engine is discussed
under different aspects in other volumes respectively chapters.

Deformation of casings ) and its influence at the engine operation). Especially concerned is the
consistent drop of the efficiency (deterioration) respectively an increase of the fuel consumption and
the gas temperatures due to the abrasion/rubbing of the labyrinth seals). This is affected by
aerodynamic loads of the engine nacelle inertia forces by maneuvers (and gyro forces). Thereby the
influence of casing stiffness and with this of the mounts play a role.

Introducing forces and moments and into the nacelle respectively the wing).

Vibration behaviour of the engine and excitation of the nacelle. This aspect stands in the foreground,
especially for turboprop engines/shaft-engines and .

Assembly problems: See German edition, Volume 5 Ills. 19.1-8, 20.2-2 an 20.2-3.

Safety relevant position of the engine mount:

At the engine: Volume 3, Ill. 11.2.2.2-9.

At the aircraft regarding safety aspects in case of uncontained fragments: . Thereby of cause, the
naturally special features of the mount at the nacelle have to be considered.

To come up to the multifaceted demands, mounts of engines can be surprisingly complexBecause they
must be adjusted at special features (e.g. stiffness/rigidness, planes of containment/fragment
trajectories) of the particular engine type, aircrafts will be only offered in combination with an approved
engine type.
Problems with engine mounts which even lead to the separation of the engine are seldom and Usually
first signs will be identified in time by maintenance or overhaul before a catastrophic failure may occur
(Example "Connecting bolt failing by corrosion" and Example "Connection rods showing cracks"). In such
cases instructions like AD-notes serve the risk minimisation. These are addressed at the operator to
check and possibly change the affected parts/components.

Example of an engines mounted on airbus 320

CFM56-5B ENGINE
Powering the Airbus A320 family
The CFM56-5B is the engine of choice for the A320
family, having been selected to power nearly 60
percent of the aircraft ordered. Today, it is the only
engine that can power every model of the A320
family with one bill of materials. The engine’s broad-
based market acceptance has been because of its
simple, rugged architecture, which gives it the
highest reliability, durability and reparability in its
class.
CFM56-7B ENGINE
Powering the Boeing 737 Next-Generation family
The CFM56-7B is the exclusive engine for the Boeing
Next-Generation single-aisle airliner. In total, over
8,000 CFM56-7B engines are in service on 737
aircraft, making it the most popular engine-aircraft
combination in commercial aviation. The engine’s
broad-based market acceptance has been because
of its simple, rugged architecture, which gives it the
highest reliability, durability and reparability in its
class.