Metal repair procedures for civil aircraft engineers.
Aircraft mechanics will tell you the airframe of a fixed wing aircraft is generally considered to consist of five principal units; the fuselage, wings, stabilizers, flight control surfaces, and landing gear.
Aircraft principal structural elements (PSE) and joints are designed to carry loads by distributing them as stresses. The elements and joints as originally fabricated are strong enough to resist these stresses, and must remain so after any repairs. Long, thin elements are called members. Some examples of members are the metal tubes that form engine mount and fuselage trusses and frames, beams used as wing spars, and longerons and stringers of metal-skinned fuselages and wings. Longerons and stringers are designed to carry principally axial loads, but are sometimes required to carry side loads and bending moments, as when they frame cutouts in metal-skinned structures. Truss members are designed to carry axial (tension and compression) loads applied to their ends only. Frame members are designed to carry side loads and bending moments in addition to axial loads. Beam members are designed to carry side loads and bending moments that are usually large compared to their axial loads. Beams that must resist large axial loads, particularly compression loads, in combination with side loads and bending moments are called beam-columns. Other structural elements such as metal skins, plates, shells, wing ribs, bulkheads, ring frames, intercostal members, gussets, and other reinforcements, and fittings are designed to resist complex stresses, sometimes in three dimensions.
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Any repair made on an aircraft structure must allow all of the stresses to enter, sustain these stresses, and then allow them to return into the structure. The repair must be equal to the original structure, but not stronger or stiffer, which will cause stress concentrations or alter the resonant frequency of the structure. Stress engineers therefore perform sensitive work. Licensed aircraft engineers carry it out, under the guidance of suitably qualified project engineers, subject to the approval of quality inspection engineers.
All-metal aircraft are made of very thin sheet metal, and it is possible to restore the strength of the skin without restoring its rigidity. All repairs by aircraft sheet metal workers should be made using the same type and thickness of material that was used in the original structure. If the original skin had corrugations or flanges for rigidity, these must be preserved and strengthened. If a flange or corrugation is dented or cracked, the material loses much of its rigidity; and it must be repaired in such a way that will restore its rigidity, stiffness, and strength.
Riveted aircraft structures. Repairs to riveted structures, if they are major structural members, must be specifically approved by the Federal Aviation Administration (FAA).
Extensive repairs to damaged stressed skin on monocoque-types of aluminum alloy structures must be made in accordance with FAA-approved manufacturer's instructions or other FAA-approved source.
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