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...
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...
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
Gouge damage was blended from a web. The deepest blend is 0.020 inch. The blend was accomplished at 20:1 taper ratio. Nominal thickness measured of the web is 0.103 inch.
The material type and stock size is stated on Boeing Part List. The stock thickness as stated on Part List is 0.1 inch.
On...
I want to secure a bearing on a fitting which is in the fuel tank. The bore diameter in which the fitting will be installed is 1.2 thou over the design bore diameter. I would like to install the bearing using loctite.
Does any one know of a loctite product which is fuel tank safe and can do the...
I am repairing a damaged hole in the T chord flange of trailing edge structure of the wing by freeze plugging. There is a fitting installed at the location and the hole (0.25 inch Diameter) goes through the T chord flange and fitting.
The damaged hole is in the flange of the T chord and the...
I am looking for information about rivets oversize. Does MS20479 rivet come in 1st and 2nd oversize?
Where can I find information about which rivets have oversize?
Thanks for help.
To do crippling analysis I need value of Fcy for 6061-T4 sheet per AMS-QQ-A-250/11. But MMPDS-01 doesn’t have the value of Fcy. Is there a way I can calculate Fcy value for 6061-T4?
MMPDS-01 states the value of 6061-T6 and –T62 per AMS-QQ-A-250/11.
Thanks.
