For Condensed Formula What You Do To The 3 Bonding Aircraft Structures

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Aircraft Structures

We are only in the early stages of composite aircraft fuselages. Pressurized aircraft structures currently flying are mostly of semi-monocoque, fail-safe construction.

Leading aircraft designers and manufacturers will describe their philosophy as follows:

1. Fail safe… the ability of an aircraft structure to be damaged and still withstand occasional high loads.

2. Damage tolerance… the ability of a structure to sustain expected loads in the presence of damage such as cracks, erosion, exfoliation damage until the maintenance program and inspections detect and subsequently require repair of the damage.

3. Safe Life Structures… For structures and components that are not practical to design or qualify as damage tolerant, their reliability shall be protected by applicable safe life limits, which require removal from service before end of life.

Type Acceptance

The original type approval for the aircraft and its associated structure was based on fatigue test information at the time of design and subsequent type approval by authorized bodies.

It is therefore critical that during deep maintenance and overhaul of these aircraft, fatigue growth process controls are reproduced as equivalent to those used in new production.

Controlled shot pinning

The use of controlled shot peening requires reconstructing the initial design specifications of residual compressive stresses, with particular attention to depth and magnitude, to provide the level of damage tolerance specified by aircraft manufacturers for that particular component surface.

Some components, not subjected to controlled shot peening in original manufacture, may later, after service maintenance and possible reduction in section thickness, require the introduction of residual compressive stresses to restore component life and structural integrity. Controlled shot peening specifications shall thus be applied at the repair and overhaul stage.

Future materials for use in aircraft structures

Sandwich aerospace composite structures are a favorite contender because they can be used in panels that are inherently much stiffer by weight than solid panels. The efficiency of honeycomb structures can also make stainless steels competitive, and honeycomb panels have been used in controlled conversion stainless steels on airframes. Recent developments in superplastic forming processes with diffusion bonding have brought titanium alloys back into the picture.

Titanium responds particularly well to the diffusion bonding process. Rigid panels in Ti-6A14V can be manufactured by diffusion bonding thin titanium parts, given the shape of the superplastic, a weight saving of about 30% can be achieved this way.

A reduction in density of one-third has a greater effect on reducing structural weight than a 50% improvement in strength or stiffness. Any initial assessment of material suitability for structural purposes in aircraft must take this into account.

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