The goal is to provide the student with an opportunity to "review" the course. It focuses on important facts that are repeated throughout the exams and also on the subject of classes. It can also cover material not included in the databases but important to understand some areas that are also impor...
AGK
SYSTEMS
ATPL STUDENT
pilot NOTES
all info you need to pass atpl exams
, SYSTEMS
1
–
AIRCRAFT
STRUCTURES
&
AERODYNAMIC
LIMITATIONS
STRESSES
TENSILE
STRENGTH
BEAM
MOMENTS
• Load
per
cross
sectional
area.
• Even
more
stretching
after
the
elastic
limit
• Moment
=
Force
x
Distance
will
cause
the
material
to
neck
(get
thinner).
• Max
bending
moment
on
a
wing
occurs
at
• Tension
(tensile
stress)
–
EG/
fuselage
• Stress
increases
since
the
cross
sectional
the
root
due
to
furthest
distance
from
load.
• Compression
–
EG/
top
of
wing
area
reduces.
• Support
is
thicker
and
end
is
thinner
–
thus
• Shear
(cutting)
–
EG/
wing
root
bolts
• Just
before
failure,
the
material
has
saving
weight.
• Torsion
(twisting)
maximum
strength
per
unit
of
cross
• Bending
–
Compression
+
Tension
+
Shear
sectional
area.
This
is
the
tensile
strength.
• Buckling
–
Uneven
compressive
load
STRUTS
TYPES
OF
LOADS
BASIC
STRUCTURAL
MEMBERS
• Struts
are
designed
to
withstand
mainly
compressive
loads.
• Static
–
Continually
applied,
no
change.
• Tend
to
buckle
under
load
before
failure.
• Dynamic
–
Constantly
changes
BEAMS
• Normally
hollow.
• Cyclic
–
Continually
applied
and
removed.
• They
can
be
either
simply
supported
(both
ends)
or
be
cantilever
(one
end
only).
TIE
STRAINS
• They
are
subject
to
bending
with
one
side
in
tension
and
the
other
in
compression.
• Ties
are
designed
mainly
to
withstand
• Strain
is
deformation
due
to
stress.
• Beams
in
aircraft
are
usually
an
I
/
H
section
tensile
loads.
• Initially
proportional
to
stress
and
will
and
the
same
strength
as
a
whole
beam
is
• Normally
constructed
of
solid
rod
or
a
wire
return
to
original
shape.
possible
due
to
interaction
of
compression
of
relatively
small
diameter.
• Plastic
deformation
-‐
Once
elastic
limit
is
and
tension
(but
it
is
of
course
lighter).
exceeded,
stretching
will
continue
but
will
not
return
to
original.
, SYSTEMS
1
–
AIRCRAFT
STRUCTURES
&
AERODYNAMIC
LIMITATIONS
THE
FUSELAGE
SEMI
-‐
MONOCOQUE
FUSELAGE
FUSELAGE
TYPES
• Majority
of
stress
dissipated
by
internal
• Circular
THE
FUSELAGE
components
and
very
little
by
the
skin.
o Good
for
containing
hoop
stress
• Gives
a
strong,
relatively
light
structure
with
o Lowest
amount
of
skin
drag
for
volume
• Accommodates
crew
and
payload
lots
of
space.
o Bad
for
space
• Supports
other
components
of
the
aircraft.
• Longerons
–
Longitudinal
(Main
stresses)
• Rectangular
• Subject
to
a
number
of
stresses
in
flight:
• Frames
–
Vertical
(Stress
+
gives
rigidity)
o Max
use
of
space
o Nose
and
tail
droop
down
causing
• Stringers
–
Support
the
skin
o Bad
for
pressurization
tension
on
top
and
compression
• Bulkheads
–
Airtight
for
pressurisation
o Used
in
light
a/c
and
non
pressurised
underneath.
transporters.
o Compounded
by
tail
exerting
downforce
• Oval
o A380
Design
o Good
use
of
space
TRUSS
TYPE
FUSELAGE
o Best
compromise
for
pressurisation
o Requires
very
strong
floor
beams.
• Frame
supports
the
load,
skin
is
merely
to
o Double
bubble
section
can
be
used
to
cover
and
reduce
drag.
reduce
total
tension
on
each
frame.
• Longerons
run
longitudinally
and
provide
the
main
load
bearing.
• Supported
both
vertically,
horizontally
and
PRIMARY
VS
SECONDARY
STRUCTURE
diagonally
with
web
members
to
give
complete
rigidity.
• Primary
-‐
A
critical
load-‐bearing
structure.
• No
space
for
payload
so
mainly
on
light
• Secondary
–
Structural
elements
mainly
to
aircraft.
HOOP
STRESS
provide
enhanced
aerodynamics.
• Large
forces
which
push
the
fuselage
MONOCOQUE
FUSELAGE
outwards
as
a
result
of
pressurisation.
• Tension
in
frames.
• Skin
takes
all
the
load.
• Bending
in
longerons,
stringers
and
skin.
• No
internal
load
bearing
structure
although
former
rings
sometimes
fitted
to
give
shape.
• No
ability
to
add
doors
etc
otherwise
ability
of
skin
to
withstand
stress
is
destroyed.
, SYSTEMS
1
–
AIRCRAFT
STRUCTURES
&
AERODYNAMIC
LIMITATIONS
THE
WINGS
/
MAINPLANE
TORSION
BOX
THE
TAIL
• Supporting
the
twisting
motion
of
lift
of
the
THE
WINGS
wings.
TAIL
SECTION
• Links
the
spars,
skins
and
ribs.
• Semi-‐monocoque
design
• One
in
each
wing
plus
a
centre
spar
to
link
• Semi-‐monocoque
design
• Spars
–
Withstand
bending
and
torsional
the
two
wings.
loads
• Wing
torsion
can
result
from
positive
sweep
• Ribs
–
Gives
shape.
Holes
make
it
stronger
and
lighter.
• Stringers
–
Support
the
skin.
• Centre
spar
can
also
be
included
to
supported
undercarriage
etc.
SANDWICH
TYPE
CONSTRUCTION
HONEYCOMB
CONSTRUCTION
The benefits of buying summaries with Stuvia:
Guaranteed quality through customer reviews
Stuvia customers have reviewed more than 700,000 summaries. This how you know that you are buying the best documents.
Quick and easy check-out
You can quickly pay through credit card or Stuvia-credit for the summaries. There is no membership needed.
Focus on what matters
Your fellow students write the study notes themselves, which is why the documents are always reliable and up-to-date. This ensures you quickly get to the core!
Frequently asked questions
What do I get when I buy this document?
You get a PDF, available immediately after your purchase. The purchased document is accessible anytime, anywhere and indefinitely through your profile.
Satisfaction guarantee: how does it work?
Our satisfaction guarantee ensures that you always find a study document that suits you well. You fill out a form, and our customer service team takes care of the rest.
Who am I buying these notes from?
Stuvia is a marketplace, so you are not buying this document from us, but from seller ThePilotPT. Stuvia facilitates payment to the seller.
Will I be stuck with a subscription?
No, you only buy these notes for $6.19. You're not tied to anything after your purchase.
