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This section describes common modifications to major parts of the aircraft structure. When repairing a defective item or part, consult the applicable parts in the aircraft manufacturer's SRM. In general, common repairs are described, and the types of materials, rivets, and rivet spacing and methods and methods of use are listed. Any additional information required for further processing is detailed. If the information you need is not available in the SRM, try to find a similar repair or assembly installed by the aircraft manufacturer.
Aircraft Stringer
Floats In order to remain afloat in the air, regular and frequent inspections must be carried out due to the rapid corrosion of metal parts, especially when the aircraft is used in salt water. Buoy and hull inspections include checks for damage due to corrosion, collisions with other objects, hard landings, and other conditions that may cause failure.
Full Size Printed Plan North American Bc 1
Sheet metal buoys must be repaired using approved procedures; However, the design between the parts of the sheet metal must be sealed from water with a suitable fabric and a seal is included. Buoys that have had their hull repaired should be inspected by filling them with water and allowing at least 24 hours to see if there is any leakage. [Figure 1]
Some of the little things that control airplanes have beads on the skins. Bellows provide stiffness to thin skins. Brake pads can be made with either a rotary or press brake. [Image on page 2]
Replacement Panel Damage to the metal skin of the aircraft that exceeds repairable limits requires replacement of the entire panel. [Figure 3] Panels should also be replaced if there are too many repairs in one place or area.
In aircraft construction, the panel is one of the sheets that cover it. The panel part is the part of the panel between the cables near the bulk head. If a part of the skin has been damaged to the point where conventional skin repair cannot be applied, a special type of repair is required. The exact type of repair required depends on whether the damage can be repaired outside the member, inside the member, or at the edge of the panel.
Raf Aviation Art Print Flying Into Dusk (spitfire) By Freddy Stringer.
Except for MemberFor damage that, after cutting, has 81⁄2 rivet diameter or some of the material, add a patch to join the line of the rivet manufacturer and add another line to the member.
Inside the MemberFor damage that, after cutting, has a rivet diameter less than 81⁄2 of the manufacturer's material inside the member, use a patch that extends beyond the member and another row of rivets outside the member.
Panel Edges For damage that extends beyond the edge of the panel, use a single row of rivets along the edge of the panel, unless the manufacturer uses more than one row. The method of repair on one side of the injury follows the procedure described earlier.
The process of making all three types of repair panels is the same. Cut the affected part to the tolerance mentioned in the previous paragraph. To reduce stress on the cut corners, round them to a smaller radius of ½ inch. Install a new row of rivets with a horizontal pitch of about 5 diameters of the rivets and shake the rivets with the ones that the manufacturer puts in. Cut a piece of plate from the material of the same width as the original or next width, so that the length of the edge is 21⁄2 the diameter of the rivet. At a corner, the arc of attack has a radius equal to the edge.
Additive Metal Solutions To Aircraft Skin Corrosion
Chamfer the edge of the patch plate at an angle of 45 ° and make the plate to fit the contour of the original shape. Turn the edges slightly down so that the edges fit tightly. Place the patch plate in place, drill one rivet hole, and secure the plate in place with a fastener. Using the hole finder, find the location of the second hole, the ball, and place the second tie. Then, from the back side and through the first hole, locate and drill the remaining hole. Remove burrs from the rivet holes and apply rust prevention to the contact surface before screwing the patch into place.
Light Hole Repair As discussed earlier, light holes are cut in the rib section, fuselage fuselage, and other structures to reduce the weight of these parts. The holes are flanged so that the web is tight. Cracks can develop around the flashing holes, and these cracks must be repaired with repair plates. Damaged areas (cracks) should stop from drilling or affected areas should be removed. The repair plate is made of the same material and thickness as the damaged part. The rivets are similar in shape and the edge length is less than 2 times the diameter and the distance is between 4 to 6 diameters. Figure 4 shows the configuration of the light hole.
Repairing Stressed Areas Aircraft skin that is stressed during flight is especially stressed. Pressurization cycles apply loads to the skin, and this type of structural repair requires more rivets than non-pressurized skin repair. [Figure 5]
Stringer Repair The fuselage strings run from the nose of the aircraft to the tail, and the wing strings run from the fuselage to the wing tips. Control cables tend to increase the length of the control area. The skin of the raft, wings, or control area is attached to the rope.
Stringer, Aircraft Wing Panel Assembly, And Method Of Forming Thereof
Stringers can be damaged by vibration, corrosion, or damage. Because cables are made in many different types, maintenance procedures vary. Repairs may require the use of prefabricated or retrofitted repair materials, or may require components assembled by airframe technicians. Some maintenance requires all kinds of maintenance products. When repairing the cable, first check the amount of damage and remove the rivets from the surrounding area. [Figure 6] Next, remove the damaged area using a hacksaw, keyhole saw, drill, or file. In most cases, fixing the cable requires a taper and splice angle. When looking for a splice angle on a stringer during repair, be sure to refer to the applicable repair manual for the location of the piece. Some cables are fixed by placing the splice angle in, while others are fixed by placing the splice angle outside.
Extrusions and preformed materials are often used for processing corners and inserts or filters. If the fixing corners and filters must be formed from a flat sheet, use the brake. You may want to use tolerance bands and sight lines when creating layouts and benchmarks for composite parts. To correct a bent string, make a correction section to fit the original contour.
Figure 7 shows the cable adjustment and patch. This adjustment is allowed if the defect does not exceed two-thirds of the width of one leg and not more than 12-inches in length. Damages that exceed these limits can be handled in one of the following ways.
Figure 8 shows the repair and installation when the defect exceeds two-thirds of the width of one leg and after part of the rope is removed. Figure 9 shows the repair and installation when the damage affects only one cable and is more than 12-inches long. Figure 10 shows the repair and installation if the damage affects more than one cable.
Il 2 (single Seater) Reinforcement External Stringers
Bulkheads are oval-shaped parts of the fuselage that give shape and maintain the shape of the structure. Bulkheads or primers are often called forming rings, body frames, round rings, belt frames, and similar names. They are designed to carry a heavy load.
There are different types of bulkheads. The most common type is a curved structure formed from leaves with increased stiffness. Some have a web made of leaf blades with extra angles placed in place like stiffeners and flanges. Most of these parts are made of aluminum alloy. Stainless steels are used in high temperature environments.
Bulkhead damage is classified in the same way as other damages. The details of each type of damage are defined by the manufacturer and specific information is provided in the maintenance manual or SRM of the aircraft. Bulkheads are popular
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