Structures Revision
Galvanic corrosion: Can be minimised by coupling materials close to each other on the
galvanic table, if this isn’t possible you can insulate the two materials to break the electrical
connection by using, paint, anodising or using sealant.
Annealing: Is used to reduce residual stresses, induce softness, alter ductility, or refine the
grain surface, maximum softness in metal is accomplished by heating it to a point above the
critical temperature, holding it at this temperature until the grain structure has been refined
followed by slow cooling.
Tensile testing: it provides data for Ultimate strength, yield points, elastic limit and modulus
of elasticity, it measures the force required to break a material.
Aluminium alloy identification:
2024-T3
2- Type of alloy
0- Control of impurities
24- Exact composition
Vacuum bagging repair: Is used to cure a composite repair using a heat blanket
Inspection types: tap test, use coin or knuckle to tap around area of a material to find
disbands or delamination’s by listening out for, the tap test is primary compared to the ultra-
sonic test.
A visual inspection is used with suitable lighting and 10x magnification, it used to identify
that require further detailed examination.
Damage tolerant: how much damage something can take before needing a repair, how many
cycles the aircraft can fly with damage. It is undergone extensive ground-based structural
testing so that the points where fatigue cracks occur are known, as it is the approximate
airframe life at which the cracks start. For large components we use large bolts carrying
loads, so there is a sufficient strength surrounding bolts if one were to fail, also known as
forge fittings.
Fuselage construction: semi monocoque minimises the problems of failures caused by dents
and creases, the difference between semi-monocoque and monocoque is that semi
monocoque includes the use of stringers. The internal structure stiffens the skin, so it is far
less susceptible to failure caused by deformation.
Stressed skin: high stress containment tear stopper, its main contribution to the strength of
the fuselage is tension, doubler- tear stopper (double skin layer). It is attached using rivets,
some parts of the skin are bonded to stringers.
Joggle- streamline the aircraft to conform the aircraft.
Condensation starts to form in the inner skin, which starts to cause moisture which can lead
to significant corrosion, holes in stringers allow moisture to pass through.
0.05 ohms is the maximum amount of resistance allowed on the aircrafts skin so that
electricity can pass through. To allow control cables to pass through a pressure bulkhead we
use grommets instead of a far lead. Moveable parts are connected by using a flexible
braided aluminium lead to allow for conductivity.
Sealant in an aircraft is used to stop pressure flowing out (pressure bulkhead)
Hoop stress- pressure pushing out the way, the skin resists hoop stress, hoop stress creates
tensile stress.
Frame takes compression loads also known as circumference loads.
Bending loads- stringers and longerons, above doors use longerons as they take primary
bending loads.
Fuselage, frames, formers: heavy frames are used at the tail load, door cut out and they take
heavy loads. Heavier frames are used when the wing and tail loads are transmitted to the
fuselage.
Safe life and fail safe: multiple load paths- fail safe design. Failure of a particular part
compensated for by another part is fail safe. Safe life determines the minimum number of
flying hours which should elapse before a major structural failure.
Wing construction- spars and ribs: main landing gear loads are taken by the rear spar and/or
the auxiliary spar. An aircraft typically has two spars, a strong spar near the front of the wing
where the lift forces are greatest.
Non-ferrous metals: Monel (main metal is nickel)
Brinell hardness- hardened steel bolt to indent a piece of metal.
Rockwell hardness: Scale A and C use diamond core
Scale B uses a steel ball.
Aircraft zoning:
400- Powerplant system
300- empennage
Structural classification: Primary pressurized skin, whereas standard skin can be classed as
secondary.
Secondary: still has heavy stressed components but has a reserve of strength
Carbon/graphite fibre
Disadvantages- it isn’t really conductive and requires some sort of lightning protection we
can add copper aluimesh to make it conductive
