ASSIGNMENT

QUES.1. EXPLAIN PRIMARY CONTROL SURFACE OF AIRCRAFT;

 Primary control surface of Fixed wing aircraft include •Ailerons, Elevators,

Rudder
 Primary control surfaces are usually similar in construction to one another
and vary only in size, shape, and methods of attachment.
 the primary control surfaces are simply smaller aerodynamic devices.
 They are typically made from an aluminum alloy structure built around a
single spar member or torque tube to which ribs are fitted and a skin is
attached.
 Primary control surfaces constructed from composite materials are also
commonly used.
 These are found on many heavy and high-performance aircraft, as well as
gliders, home-built, and light-sport aircraft.

1. Elevator:
 The elevator is the primary flight control surface that moves the aircraft
around the horizontal or lateral axis.
 Located on the horizontal stabilizer at the tail of the aircraft.
 Controls the pitch or the up-and-down movement of the aircraft.
  When the elevator is raised, the nose of the aircraft pitches up, and
when lowered, the nose pitches down.
 Hydraulic power is commonly used to move the elevator on these aircraft
 It helps in controlling the aircraft's altitude and attitude.
2. Ailerons:
 Ailerons are the primary flight control surfaces that move the aircraft about
the longitudinal axis.
 movement of the ailerons in flight causes the aircraft to roll
 Positioned on the trailing edge of each wing.
 Ailerons are controlled by a side-to-side motion of the control stick in the
cockpit or a rotation of the control yoke.
 When one aileron is raised, and the other is lowered, the aircraft rolls
in the direction of the lowered aileron.
 Used for banking the aircraft left or right.
3. Rudder:
 Located on the vertical stabilizer at the tail of the aircraft.
 Controls the yaw or the left-and-right movement of the aircraft.
 It is controlled by a pair of foot-operated rudder pedals in the cockpit .
 When the right pedal is pushed forward, it deflects the rudder to the right
which moves the nose of the aircraft to the right.
 Used for directional control, especially during coordinated turns.
 At low ṁṇṇṇ speeds, both rudders deflect in the same direction when the
pedals are pushed.

QUES.2. WHAT ARE DIFFERENT TYPE AIRCRAFT TABS EXPLAIN IN BRIEF

1. Trim Tabs:
 Trim tabs located on the trailing edge of primarily flight control
surfaces.
 A trim tab is a small, adjustable surface on an aircraft control surface, typically the
elevator or aileron. It is used to make fine adjustments to the aircraft's balance and
control forces.
 elevator tabs are used to maintain the speed of the aircraft since they assist
in maintaining the selected pitch.
 Rudder tabs can be set to hold yaw in check and maintain heading. Aileron
tabs can help keep the wings level.
  By deflecting the trim tab, pilots can set the control surface at a specific position to
counteract aerodynamic forces and achieve a desired trim condition. .
 Its effect is statically balances the aircraft in flight. Allows ‘’hands off’’
maintenance of flight condition.
2. Balance Tabs:
 Balance tabs are attached to the leading edge of primary control
surfaces.
 They are used to reduce the control forces required by the pilot to
move the control surfaces.
 They move in the opposite direction to the primary control surface
 This makes the control forces felt by the pilot more manageable and
allows for smoother and more precise control inputs.

3. Anti-Servo Tabs:
 Anti-servo tabs, as the name suggests, are like servo tabs but move in the
same direction as the primary control surface.
 They work opposite to trim tabs.
 Increases the control surface's effectiveness and responsiveness.
 Anti-servo tabs are particularly useful in reducing the control forces
required for high-speed flight and improving maneuverability.
 It is located on trailing edge of the primary control surfaces.
4. Servo Tabs:
 A servo tab is similar to balance tab in location and effect.
 but it is designed to operate the primary flight control surface, not just
reduce the force needed to do so.
 It is directly linked to flight control input device. Can be primary or
back up means of control.
 Servo tabs are often adjustable by the pilot to optimize control surface
response at different airspeeds and flight conditions.
5. spring ;
 Direction of motion in relation to control surface is opposite.
 Located in the line of direct linkage to servo tab. Spring assists when
control forces become too high in high speed flight.
 Enables moving control surface when forces are high. Inactive during
slow flihjht.
 Each type of tab serves a specific purpose in improving aircraft handling
characteristics, reducing pilot workload, and enhancing overall flight safety

QUES.3. WRITE THE NAME OF FLAPS USED IN AIRCRAFT EXPLAIN

SLOTTED FOWLER FLAP
flaps are crucial aerodynamic devices installed on the wings of aircraft to
alter their lift and drag characteristics, particularly during takeoff and
landing.
Here are the names of flaps used in aircraft listed in points:

1. Plain Flap
2. Split Flap
3. Slotted Flap
4. Fowler Flap
5. Triple Slotted Flap
6. Flaperons
Plain Flaps:
 These are simple hinged flaps that deflect downwards from the wing
trailing edge.
 Thus increases the camber of aerofoil and forms trailing edge of wing
 Resulting in increase in Cl coefficient of lift at given AOA, at same time they
greatly increase drag.
Split Flaps:
 A split flap is normally housed under the trailing edge of the wing.
 It is usually just a braced flat metal plate hinged at several places along its
leading edge.
 More drag is created due to turbulent behind the aerofoil.
 Produces slightly greater increase in lift than plain flap.
Slotted Flaps:
 Enhanced version of fowler flap •Contains set of flaps more than one
aerodynamics surface.
 In triple slotted flap consist of fore flap mid flap and aft flap section slide aft on
tracks.
 Slotted flaps feature a slot between the flap and the wing when
deployed.
 This design helps in delaying airflow separation, resulting in increased lift
at lower speeds.
 When lowered a slot between each flap section
Fowler Flaps:
 Lower the trailing edge and slide aft
 Increase the surface area and wing camber
 Retract under wing trailing edge
 Motion is accomplished by worm drive and flap tracks ( tracks and roller)
 They are effective in generating high lift with relatively low drag
penalties.
Triple Slotted Flaps:
 These flaps feature multiple slots between the flap segments and the
wing when deployed.
 They offer improved lift characteristics and reduced stall speed
compared to single-slotted flaps.
Flaperons:
 Flaperons combine the functions of both flaps and ailerons
 Some aircraft are equipped with flaperons. Flaperons are ailerons which can
also act as flaps
 flaperons combine both aspects of flaps and ailerons.
 In addition to controlling the bank angle of an aircraft like conventional
ailerons, flaperons can be lowered together to function much the same as a
dedicated set of flaps.
 The pilot retains separate controls for ailerons and flaps.
 A mixer is used to combine the separate pilot inputs into this single set of
control surfaces called flaperons
LEADING EDGE FLAP
 Operate in conjunction with trailing edge flap.
 Can be made of machined magnesium or aluminum or composite structure.
 Do not operate independently
EXPLAIN SLOTTED FOWLER FLAP;
Named after its inventor, Harlan D. Fowler, this mechanism allows the
flap to extend backward (rearward) and pivot downward when deployed.
 The Slotted Fowler flap is an aerodynamic device on aircraft that
combines the features of the Fowler flap and the slotted flap.
 It extends both rearwards and downwards from the wing's trailing edge,
creating a gap or slot between the flap and the wing.
 This design significantly increases lift during takeoff and landing by
increasing wing surface area and delaying airflow separation, resulting in
improved control and stability at lower speeds.
 These flaps are efficient, allowing for shorter takeoff and landing
distances, and are commonly used in commercial airliners and other
aircraft for enhanced performance.
QUES.4. HOW IS AIRCRAFT STRUCTURE CLASSIFIED? EXPLAIN.
 Aircraft structure divided in three categories for purpose of assessing
damage & repair protocol.
 Manufacturer manuals define which category a structure fall.
 Principle Structural Elements (PSE's) Are those which carry flight, ground
and pressurization loads.
 Primary structure be represented as a Structurally Significant Item or SSI.
 Specified in Supplemental Structural Inspection Document.
 sometimes shown in RED (or white) in SRM and drawings.
 Structure categories are:
Primary Structure
Secondary Structure
Tertiary Structure
Primary structure;
 Structure which carries flight, ground, or pressure loads.
 If some part of primary structure fails on ground or in flight will cause
following:
• A loss of control of the aircraft.
• Catastrophic structural collapse.
• Injury to occupants
• Unintentional operation.
• Inability to operate a service
EXAPLES OF PRIMARY STRUCTURE;
 Wing spar
 Engine mount
 Fuselage frame
 Main floor structural member
  Fuselage skin
 Wing Skin
 Bulkheads
 Wing and stabilizers attachment
SECONDARY STRUCTURE;
 Structure which carries only air or inertial loads generated on or within
secondary structure
 Include integral structural importance and strength exceeding design
requirement.
 Structure weakening without risk of failure.
 Examples of secondary structure :
 Wing ribs
 fuselage stringers,
 specified sections of a/c skin
 sometimes shown as YELLOW (or hatched) in SRM and drawings.
TERTIARY STRUCTURE
 TERTIARY STRUCTURE Is the remaining structure.
 Are lightly stressed structures that are fitted to a/c for various reasons.
 failure would not significantly affect operation of the aircraft.
 Examples of tertiary structure:
 Fairings,
 fillets,
 various support brackets, etc.
 are often shown in GREEN (or stippled) in repair manuals or drawings.

QUES.5. WRITE THE AIRCRAFT MAJOR ZONE NUMBERS. SHOW ALL MAJOR
ZONES IN LABELLED DIAGRAM
 Dividing a/c into zones To facilitate components location on aircraft.
 Large areas or major zones further divided into numbered zones and sub
zones.
 Digits of zone number reserved Indexed to indicate location and type of
system component is a part.
Complete aircraft is divided into the 9 major zones;
 ZONE 100 -LOWER HALF OF FUSELAGE UP TO THE REAR PRESSURE BULKHEAD
 ZONE 200 -UPPER HALF OF FUSELAGE UP TO THE REAR PRESSURE BULKHEAD
 ZONE 300 –EMPENNAGE
 ZONE 400 –POWER PLANTS AND STRUTS OR PYLONS
 ZONE 500 -LEFT WING
 ZONE 600 -RIGHT WING
 ZONE 700 -LANDING GEAR AND L/G DOOR
 ZONE 800 –PAX & CARGO COMPT DOORS
 ZONE 900- ADDED PART
DIAGRAM

QUES.6. EXPLAIN THE AIRCRAFT DESIGN CONCEPTS; FAIL SAFE, SAFE LIFE AND
DAMAGE TOLERANT;
VARIOUS DAMAGE TOLERANCE CONCEPT DESIGNS USED IN AVIATION ARE :
 SAFE LIFE
 FAIL SAFE
 DAMAGE TOLERANCE
SAFE LIFE
 Very Low risk of degrade / failure in stated time.
 Fatigue capability through testing.
 Stresses during service significantly lower.
 Failure of structure before safe life is unlikely.
 Corrosion, wear and fatigue are considered.
 Safe life time period expressed in flying hours, elapsed time, flight cycles
FAIL SAFE
 catastrophic failure not possible, after fatigue failure or partial failure of single
principle parts.
 Multiple load paths or crack arrest features in design.
 If one part fails then other part will carry load.
 Operate safely till detected in scheduled INSP Manufacturer testing and
fatigue analysis is used.
 Example : Wing Spar, L/G Support beam.
DAMAGE TOLERANCE
 Structure re-designed
 Distributing loads over larger area.
 Structure retains its integrity and damage does not worsen in service between
inspections.
 Should serious damage occur within operational life of a/c, remaining
structure can withstand loads w/o failure until detected during inspection.
QUES.7. WRITE THE DIFFERENT TYPES OF FUSELAGE CONSTRUCTION. WHAT IS
THE DIFFERENCE BETWEEN MONOCOQUE AND SEMI MONOCOQUE
CONSTRUCTION?
FUSELAGE
 Main structure or body of fixed wing aircraft.
 Provides space for passengers, cargo, controls, accessories and other
equipment.
 Two types of fuselage construction: Truss and Monocoque

TRUSS TYPE FUSELAGE

 A rigid frame work consists of beams, struts and bars to resist deformation.
 Generally covered with fabric.
 Frame work of steel tubing welded together.
 Members carry both tension & compression load.
 Very light a/c frame work may be of aluminum alloy riveted or bolted
together.
 A Warren truss uses mostly diagonal bracing.
STRESSED SKIN FUSELAGE
 A large part of load borne by skin, reducing weight of underlying structure.
 provides a very smooth surface, because skin is stiff enough not distorted by
airflow.
 Two types:MONOCOQUE, SEMI MONOCOQUE
THE DIFFERENCE BETWEEN MONOCOQUE AND SEMI MONOCOQUE
CONSTRUCTION;
MONOCOQUE FUSELAGE
 Skin carries all loads without supporting structure
 Formers, frame assemblies & bulkheads give shape to fuselage.
 Bulkheads span entire fuselage diameter.
 Located at intervals and points where fittings used to attach wings, power
plants & stabilizers.
 No other bracing member, skin must carry the primary stresses.
 Skin have to be thick,extra weight penalty incurred.

SEMI MONOCOQUE FUSELAGE

 Overcome strength/ weight problem.
 Consists of frames, longerons, stringers and bulkhead .
 Skin is reinforced by longerons / stringers.
 About half loads carried by skin and half by supporting structure.
 Space within structure is unobstructed for pax and freight
 Longerons extends several frame members.
 Made of Al alloy, single piece or built- up.
 Stringers also used as longitudinal members.
 Are more numerous & lighter than longerons.
 Made of Al alloy extrusion or formed.
 Used to give shape and attachment to skin.
 Stringers & longerons prevent tension and compression from bending.
 is constructed primarily of Al alloys and Mg. Steel & Ti are found in areas of
high temp.
 Individually, no component strong enough to carry loads imposed during flight
& landing.
 When combined form a strong, rigid framework.
QUES.8. DEFINE THE FOLLOWING; DATUM LINE, BUTT LINE, WATER LINE,
DOUBLERS AND PYLON
Datum Line:
 It's a reference line or plane used in aircraft design.
 It serves as a baseline for measurements of various aircraft components.
 Positioned typically along the aircraft's centerline.
 Used to determine the positions of wings, tail, engines, etc.
 Helps maintain symmetry and balance during design and construction.
 Butt Line:
 It's a reference line used during aircraft manufacturing.
 Runs longitudinally along the aircraft's centerline.
 Perpendicular to the datum line.
 Ensures accurate alignment and symmetry of structural components.
 Helps in precise assembly of fuselage frames, wing ribs, etc.
 Water Line:
 define the height of important points (the floor or ceiling for instance).
 Is measurement of height in inches.
 Is perpendicular from a horizontal plane usually located at ground, cabin floor,
or some other referenced location
 Not commonly used in aircraft terminology.
 Typically associated with naval architecture and shipbuilding.
 Denotes the level of water relative to a vessel's hull.
 Not applicable to aircraft, which operate in the air.
 Doublers:
 second, reinforcing layer of skin material used to strengthening load caring
capacity of a skin.
 Has advantage of being inexpensive.
 Able to be shaped for a specific area identified As needing reinforcement.
 Are also used in sheet metal repair work.
 Used in areas subjected to high stress or load.
 Improve structural integrity and durability.
 Commonly found around fastener holes, wing root attachments, etc.
 Pylon:
 A structure or support element attached to the aircraft.
 Used to mount external loads such as engines, fuel tanks, or weapons.
 Typically aerodynamically shaped to minimize drag.
 Found on wings, fuselage, or undercarriage.
 Distributes loads efficiently while maintaining balance and stability.
QUES.9. DEFINE THE MAJOR STRESSES?
FIVE MAJOR STRESSES :—
 TENSION
 COMPRESSION
 TORSION
 SHEAR
 BENDING
TORSION;
 Stress which resists force that tend to pull apart.
 Results in stretching part.
 Tensile strength of material measured in PSI .
COMPRESSION;
 Stress that resist crushing force.
 Tend to shorten or squeeze a/c parts.
 Compression strength of material is measured in PSI
TORSION
 Stress that produces twisting.
 A/C engines gives torsion stress.
 Torsion strength of material is its resistance twisting or torque .
SHEAR
 StresS that resist force tending to cause one layer of material to slide over an
adjacent layer.
 Shearing strength of material is either equal OR less than compression or
tensile strength.
BENDING
 Combination of tension and compression.
 Material get shortened inside bend & stretched on outside bend.