Thank you for the response.
To keep the design simple and avoid drilling holes in primary structure. I am attaching the brackets to the composite floor board. floor board attachments are same as original.
I have qualified the crash criteria, the brackets from static point of view. Working out...
I am working on a project which deals with A330 cockpit cross beams. the cross beams are fatigue critical structure. i am going to put an external weight (18 kg) on these cross beams and would like to understand how the fatigue life of these cross beams will be effected (decrease) due to the...
Hello everyone,
I am trying to understand the difference between FAA Form 8100-9 (Statement of Compliance with Airworthiness Standards) and Form 8110-3 (Statement of Compliance with Federal Aviation Regulations).
To my understanding, I believe both Forms are issued to approve major repairs on...
Thank you every one for their valuable comments.
The repair which I am designing is based on the repair principles of the SRM. The damage is at a frame and the repair doubler will extend over a lap joint. There are shear ties at the location, chem mill pockets.
There are not many flush...
Thank you rb1957 for your comment.
Forgot to mention in my previous post about splicing the stringer. The doubler will run under the spliced stringer.
I am more concern about the shear ties. The original design is the shear ties are connected to the skin and the frame. In the flush repair, the...
I am designing a flush repair for fuselage section. The skin sustained damage and was removed by cutting out the damaged fuselage skin . An external patch repair was accomplished. Now there is a requirement to do a flush repair. To do a flush repair will require running the doubler under...
I am trying to understand the compliance to airworthiness standards regarding repairs on aircraft. When a repair is carried out to a primary structure, in Boeing world, the repair carried out by MRO is sent to Boeing for approval and at the end of the repair, Boeing issue an 8100-9 FAA form...
Hi,
I have a two layered skin panel. One layer is 0.200” inch thick and the other layer is 0.050” thick.
BACR15FV8KE(*) rivet will be installed in this panel. Head will be on the thicker panel side and tail on the 0.050” thick panel.
Is there is a minimum skin thickness requirement regarding...
OEM’s approval is being pursued.
This exercise is for my own self. OEM will only say yes or no, but will not provide any justification why it is ok or not ok.
Hi,
I am trying to analyse an external repair doubler installed on the horizontal stabilizer of a large aircraft.
Corrosion damage was found on the upper skin of the horizontal stabilizer. the rear spar of the Horizontal stabilizer is attached to this section of the skin. The corroded section...
I am trying to justify corrosion blends on the external door skin of aft cargo door of a large passenger aircraft. The door is not plug type.
The skin nominal thickness is 0.07 inch. All the blends are close to access panel cutout in the door. All the blends are at 20:1 taper ratio and the...
If the e/D is 2 or greater, do you have to worry about tearout failure or not? One of my team mates says that, if e/D is 2 or greater then, fatigue is not an issue, but tear out failure should be calculated. Can anyone help. Thanks
Thankyou every one for your valuable input. The blend was minor. I wanted to know if the 30 thou tolerance stated on the drawing could be used. But after careful review, i decided not to used it as justification and did some number crunching instead.
I checked the material spec also, but it did...
The bearing was originally roller swaged. I managed to install the standard bearing in the hole. The bearing had to be pressed into the hole and the roller swaged.
Thank you everyone for your valuable response.
