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Stuck on a deserted South Pacific island without cookies. It supplies the motive for Renslow to have killed Meldrum, and they held. Our library is the biggest of these that have literally hundreds of thousands of different products represented. I get my most wanted eBook Many thanks If there is a survey it only takes 5 minutes, try any survey which works for you. And by having access to our ebooks online or by storing it on your computer, you have convenient answers with Viewcontent Php3Farticle3Db777 Maintenance Manual26context3Dlibpubs. To get started finding Viewcontent Php3Farticle3Db777 Maintenance Manual26context3Dlibpubs, you are right to find our website which has a comprehensive collection of manuals listed. Not a MyNAP member yet. Register for a free account to start saving and receiving special member only perks. This part of the committee's report focuses on the operation and monitoring of materials and structures in a service environment. This chapter is an overview of the current experience in aircraft maintenance programs, including inspection and repair processes, lessons learned from aging aircraft, and future needs to support new materials and structural concepts. New materials or structures, for which experience is limited, are observed more frequently until a basic level of confidence is established. Time extensions to inspection intervals are based on observations made during routine service checks. A typical airline maintenance and service plan is outlined in table 7-1. The objectives of an effective maintenance program are as follows (Edwards, 1994): Generally, the maintenance task evaluates sources of structural deterioration including accidental damage, environmental deterioration, and fatigue damage; susceptibility of the structure to each source of deterioration; the consequences of structural deterioration to continuing airworthiness including effect on aircraft (e.g., loss of function and reduction of residual strength, multiple-site or multiple-element fatigue damage, the effect on aircraft flight or response characteristics caused by the interaction of structural damage or failure with systems or power plant items, or in-flight loss of structural items); and the applicability and effectiveness of various methods of detecting structural deterioration, taking into account inspection thresholds and repeat intervals. Airline experience indicates that hardware items wear out, but statistical old-age wear-out in complex mechanical, electrical, and avionic components is not a dominant pattern of failure. In fact, over 90 percent of generic part types show either random distribution of failure or gradually increasing probability of failure with age (Edwards, 1994). Hence, it is generally accepted that (1) good maintenance allows parts to reach their potential reliability; (2) overmaintaining does not improve reliability, but does waste money; and (3) undermaintaining can degrade reliability. In general, fundamental design changes are required to correct inherent component reliability problems. The first method, hard time, involves removing a unit from service when it reaches a pre-ordained parameter value. The third method, functional verification, requires performing an operational check of hardware function(s) to determine each function's availability if it is normally hidden from the scrutiny of the flight and operating crew. Such parts require routine performance or reliability Aircraft is dismantled, repaired, and rebuilt. Aircraft is repainted as needed Modern aircraft are more tolerant of failures than older aircraft designs because of the increased redundancy provided in the design. Damage may occur due to flight loads, thermal and environmental cycles, and aircraft operation and servicing activities. A number of valuable lessons have been learned from These lessons provide evaluation criteria in the application and servicing of new materials and structures. These areas are especially prone to damage and require robust material performance in these locations. Of the 2,241 incidents reported, more than a third were from unknown causes. A tabulation of the causes of damage is given in table 7-2. The repair of a damaged component is only part of the cost. The airline also bears the cost of flight delay or cancellation and the effects on connections and aircraft rotations. The failure resulted from multiple-site damage (MSD) and corrosion. In this case, MSD was the link-up of The accident focused international attention on the problems of operating an aging commercial fleet. If current usage and replacement trends continue, the number of aircraft over 20 years old will double by the year 2000. Currently some 3,200 aircraft are affected by FAA Airworthiness Directives that concern operation and maintenance of the aging fleet. The review of experience with aging aircraft has caused an increase in the emphasis on stress corrosion, corrosion, fatigue, and MSD issues. This experience has caused, in turn, the selection of new aircraft alloys with better constituent chemistry control or changes in heat treatment tempers. Also, it has stimulated the development of new organic finishes that significantly retard corrosion, as well as the implementation of design practices to vastly improve corrosion resistance. Each agency developed a program consistent with its mission. The FAA's National Aging Aircraft Research Program addresses the aging aircraft structural safety concerns and provides certification authorities and operators with the tools to meet those concerns. NASA's Airframe Structural Integrity Program is focused on developing advanced integrated technologies to economically inspect for damage and to analytically predict the residual strength of older airplanes. Together these programs form the technological basis for a cooperative effort with U.S. industry to address the critical aging aircraft issues. If cracks emanate from adjacent fastener holes, they have the potential to link up and lead to unexpected catastrophic failures as described in the previous section. Also, even without link-up, multiple-site cracks can severely degrade the capability of the structure to withstand major damage from other discrete sources as is described later in this section. Various levels of inspections ranging from daily walk-around inspections to detailed tear-down inspections were performed. Instrumented nondestructive evaluation (NDE) methods such as eddy current probes were used only to inspect local regions of the structure where previous cracking problems had occurred. While these inspection methods were labor intensive and highly subjective, they were acceptable because the airframe was designed to survive a two-bay skin crack with a severed frame or stiffener. This design criterion was established to enable the airplane to tolerate major discrete source damage (i.e., such as might be encountered as a result of an engine structural failure) as well as large cracks resulting from the link up of smaller fatigue cracks or the unstable propagation of manufacturing flaws or other service-induced damage. Such damage is large enough that it should be easily detected, and the operator does not need to search for small cracks to ensure the structural integrity of the airframe. Design residual strength requirements were based on this assumption. However, the existence of very small cracks (e.g., a few hundredths of an inch or tenths of a millimeter in length) in the adjacent structure can severely degrade this residual strength and thus jeopardize the safety of the airplane as it did in the Aloha Airlines incident. Therefore, inspection of aging aircraft has become much more onerous than for newer aircraft because safety is vitally dependent on the detection of the very small cracks associated with this onset of MSD. This represents a major challenge to the inspection and aircraft industries. NDE methods related to MSD are described in chapter 8, and fracture mechanics and structural analysis methods are described in chapter 6. While other aging mechanisms, such as wear and fatigue, are somewhat predictable and can be addressed by the airline maintenance programs to preclude major structural problems, corrosion—especially in its localized forms—is very difficult to predict and detect. Factors that influence the extent of corrosion on aircraft are materials selection, design, component processing and finishing, operational environments, and maintenance programs. Clearly, maintenance Consequently, the degree of corrosion protection incorporated into the airplane varies from limited protection for older aircraft to fairly extensive protection for newer aircraft. Corrosion control programs are tailored to individual fleets, depending on age, prior experience, flight environment and degrees of corrosion protection incorporated prior to the delivery of the aircraft (DeRosa, 1995). All protective finishes are maintained and corrosion prevention compounds are applied during periodic maintenance. Critical areas that are prone to excessive corrosion include areas below the galleys, doorways, lavatories, cargo compartment subfloors, inside external fairings, and the bilges which are all treated at four-year intervals. Landing gear wheel wells and wing spars are treated yearly. Longer intervals of time are allowed between reapplications of corrosion prevention compounds in the case of less-severe environments. Based on service experience, the airlines have expectations that manufacturers of new aircraft will (DeRosa, 1995): Because new materials and fabrication processes may yield different degradation and damage mechanisms, a preproduction review should ensure that the new aircraft design includes lessons learned from the existing aging fleet. Most of these steps have now been incorporated into recent aircraft designs. The susceptibility of aircraft to corrosion and MSD fatigue can be reduced by the following steps: Materials selection in wet areas, the design drainage schemes, the use of insulation standoffs, and sealing and finishing systems have all been improved. The benefits of these improvements should be evident during in-service performance of the Boeing 777 and future aircraft. Liberal use of corrosion-preventive compounds applied in the aircraft assembly process and periodically in service, using a good corrosion control maintenance program, should minimize future corrosion concerns. For these applications, honeycomb sandwich designs with thin 0.6—1.5 mm (0.024—0.060 in.) composite facesheets are most common. It follows that most of the experience with advanced composites has been obtained with this kind of construction. Previously, similar constructions with fiberglass skins and nonmetallic honeycomb core have been used. There is much less service experience with thicker-skin laminate designs that have been used in composite primary structure. In addition to groundhandling damage, a recent survey by the International Air Transport Association, summarized in table 7-3, lists the particular causes of damage that occur in the current generations of composite structure (IATA, 1991). An especially difficult maintenance issue resulting from these types of damage is when perforation allows the incursion of hydraulic fluids, water, and other liquids into the honeycomb core. Composites may also suffer loss of load-bearing capability due to resin charring and the potential for corrosion of adjacent metallic surfaces. Typical causes of composite service damage mechanisms are shown in table 7-4. Occasionally, temporary or permanent repairs can be performed by bonding or bolting a sealantcoated metal or precured composite overlay over the damage. Finally, most permanent repairs are accomplished with room-temperature curing, wet lay-up and precured patch techniques. Other permanent repairs use prepreg that cures under vacuum or autoclave pressures at temperatures lower than the cure temperature of the original structure. Repair resins are being developed that have relatively low cure temperatures, Thin facesheets on honeycomb panels are currently repaired using bonded scarf patches with a scarf taper of 20:1. For thicker constructions the result would be the removal of a large amount of undamaged material (Bodine et al., 1994). The emphasis in the development of primary structure repairs has therefore been on fastened, precured composite or metallic splice plates, similar to current metal repair techniques. A design for a fairly complex bolted repair is shown in figure 7-2. The issues that must be addressed in these types of repairs include (1) criteria for determining when repairs are required; (2) availability of standardized repair elements; (3) drilled hole quality; (4) ability to restore original strength, durability, and damage tolerance; and (4) ability to match existing contours. Repairs carried out during an overnight stop (at line stations or hubs) and repairs requiring more-intensive maintenance center rework should follow guidelines established by the manufacturer's structural repair manual and the appropriate industry group, the Commercial Aircraft Composite Repair Committee. Accordingly, there is a pressing need for standardization of repair materials and processes. Maintainable designs need to consider component accessibility, permitted defect levels, and nondestructive testing The durability of protective finish systems (including aerodynamic surfaces) should be characterized prior to production. Since chemical strippers attack the polymer matrix, airlines generally remove finishes through mechanical abrasion processes. New paint removal processes like laser, heat, frozen carbon dioxide blasting, and wheat starch blasting are being evaluated. Rapid, low-cost, on-aircraft paint removal techniques require implementation if larger areas of composite surfaces are to be accepted on the next-generation aircraft. This would include development of repair materials, tooling, and processes for high-modulus, high-strength composite skins, metallic and nonmetallic honeycomb sandwich structure, and laminated hybrid and bonded metal structures. These repairs should be accomplished without major disassembly of structure—preferably while working from an exposed exterior or interior surface. It is critical to design for accessibility and interchangeability of parts, especially those for parts that have high damage probability. Previous service experience with metallic and composite structures supports the importance of a maintainable design. The experience of the aging fleet with metallic structures provides lessons in corrosion prevention and control as well as detection and control of multiple-site fatigue damage through appropriate analysis methods, improved component designs, and focused inspection and maintenance. Experience in thin-skin composite components suggests emphasis on robust and durable component design and standardization of repair criteria, materials, and procedures. The reliance on inspection technology can also be reduced by designing structure that is tolerant of Source: Bodine et al. (1994). Application of new materials, processes, and component designs need to be anticipated and accounted for in the FAA's research priorities. Login or Register to save!The committee investigated the new materials and structural concepts that are likely to be incorporated into next generation commercial aircraft and the factors influencing application decisions. 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