[工程科技]飞机结构定义.doc

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1、飞机结构4. Definitions4. 定义A. The definitions of primary and secondary structures are as follows:A. 定义基本的和次级的结构依下列各项:WARNING: THE FAILURE OF PSES COULD RESULT IN THE CATASTROPHIC FAILURE OF THE AIRPLANE.警告: PSE （主要构件）的失效可以造成飞机灾难性的故障。(1) Primary Structure: Structure which carries flight, ground, or press

2、ure loads. Primary structure is classified into two categories: Principal Structural Elements (PSE) and Other Structure. Most of the primary structures on the airplane are Principal Structural Elements (PSE). PSEs are also known as Structural Significant Items (SSI).(1) 基本结构:承传受飞行, 地面, 或压力载荷的结构。 基本的

3、结构又分为两类: 主要构件 (PSE) 和其他构件。飞机上的大部分基本结构是主要构件(PSE). PSEs （主要构件）也是被作为结构的重要项目(SSI).(a) Principal Structural Elements (PSE): Primary structure which contribute significantly to carrying flight, ground, and pressurization loads, and whose failure could result in the catastrophic failure of the airplane.(1)

4、 主要构件 (PSE):主要承受飞行, 地面, 和压力载荷的基本结构,这些构件的失效将造成飞机的灾难性故障。 (b) Other Structure: Primary structure that is not a Principal Structural Element (PSE).(b) 其他的结构: 基本结构中不是主要构件的部分 (PSE).(2) Secondary Structure: Structure which carries only air or inertial loads generated on or within the secondary structure. M

5、ost secondary structures are important to the aerodynamic performance of the airplane. (2) 次级结构:承受空气或次级结构本身产生的惯性载荷的结构。 大部分次级结构对飞行的气动性能很重要。修理定义1. ApplicabilityA. This subject gives the definitions related to repair classification and inspection for damage-tolerantand non-damage tolerant primary and s

6、econdary structures as applicable.2. ReferencesReference Title51-10-02 INSPECTION AND REMOVAL OF DAMAGESOPM 20-20-01 Magnetic Particle InspectionSOPM 20-20-02 Penetrant Methods of Inspection3. General InformationA. There are two classifications of repairs in this SRM:(1) Repairs that have been evalu

7、ated and analyzed for damage tolerance capability and areclassified as Category A, B, or C repairs.NOTE: Repairs to Principle Structural Elements (PSEs) in the wing, nacelle and pylonstructures (identified in 51-00-04) are required to be evaluated for damagetolerance capability.(2) Repairs that have

8、 not been evaluated and analyzed for damage tolerance capability and areclassified as Permanent, Interim or Time-Limited Repairs. These classifications apply to allfuselage and empennage repairsB. The definitions of the different categories of damage tolerant repairs are as follows:(1) Category A Re

9、pair: A permanent repair for which the inspections given in the MaintenancePlanning Data (MPD) document, are sufficient and no other actions are necessary.(2) Category B Repair: A permanent repair for which supplemental inspections are necessary at thespecified threshold and repeat intervals.(3) Cat

10、egory C Repair: A time-limited repair which must be replaced and reworked within aspecified time limit. Also supplemental inspections can be necessary at a specified thresholdand repeat interval.C. The definitions of the different types of repairs that have not been evaluated and analyzed fordamage

11、tolerance are as follows:(1) Permanent Repair: A repair where no action is necessary except the operators normalmaintenance.(2) Interim Repair: A repair that has the necessary structural strength and could stay on the aircraftindefinitely. The repair must be inspected at specified intervals and repl

12、aced if deterioration isdetected or damage is found.(3) Time-Limited Repair: A repair that has the necessary structural strength but does not havesufficient durability. This repair must be replaced after a specified time, usually given as anumber of flight cycles, flight hours or a calendar time.D.

13、The definitions of the terms as they apply to the repairs are as follows:(1) Damage Tolerance: The ability of structure to sustain anticipated loads in the presence ofdamage, such as fatigue cracks until it is detected through inspection or malfunction andrepaired.(2) Damage Tolerant Repair: A repai

14、r that meets the necessary damage tolerance conditions1. 适用性A. 这主题给予定义相关的到修理分类和检验为损害-宽容的而且非损害宽容的主要和中级的结构当做可适用。2. 叁考叁考名称51-10-02次检验及损害的移动SOPM 20-20-01 磁性粒子检验SOPM 20-20-02 渗透剂检验的方法3. 数据上将有修理的二分类在这一 SRM 中的 A.:(1) 修理有是评估和分析为损害宽容能力和是机密的当做种类 A 、 B 或 C 修理。注意: 在翅膀、飞机的引擎机舱和派龙中的对原则结构的元素 (PSE) 的修理结构 (在 51-00-0

15、4 年识别) 是必需的是评估为损害宽容能力。(2) 修理有不是评估和分析为损害宽容能力和是机密的当做烫发、中间时期或时限修理。 这些分类适用于所有的机身和尾部修理B. 损害的不同种类的定义宽容的修理依下列各项:(1) 种类修理: 烫发修理为哪一个检验给予的在维护中计划数据 (MPD) 文件, 是充份和没有其他的行动是必需品。(2) 种类 B 修理: 烫发修理为哪些补充的检验是必需品在那指定的门槛和重复间隔。(3) 种类 C 修理: 一定是的时限修理代替和重做在一里面指定的期限。 补充的检验在一个指定的门槛也可能是必需品而且重复间隔。C. 定义那不同的类型修理有不是评估和分析为损害宽容依下列各项

16、:(1) 烫发修理: 修理哪里没有行动是必需品除操作员的常态维护。(2) 中间时期修理: 一修理有必需的结构力量和可以停留在飞机上不确定。 修理一定是检查在指定的间隔和代替如果恶化是发现或者损害是发现。(3) 时限修理: 一修理有必需的结构力量但是做不有充份的耐久性。 这修理一定是代替在一之后指定的时间, 通常给予的当做一飞行的数字周期，数小时班机或日历时间。D. 期限的定义同样地他们适用于那修理是当做跟随:(1) 损害宽容: 结构的能力到持续预期负荷在损害, 像是疲累裂缝直到它是发现过检验或故障和修复的。(2) 损害宽容的修理: 一修理会那必需品损害宽容情况(3) Repeat Interv

17、als: The period in flight cycles, flight hours or calendar time that occurs betweenthe necessary inspections.(4) Supplemental Inspections: Special inspections of the repaired structure which are done inaddition to an operators normal maintenance inspections.(5) Threshold: The period in flight cycles

18、, flight hours or calendar time from the time an airplane isdelivered or a repair is made until the first supplemental inspection is necessary. For CategoryB repairs, the threshold starts from the time the repair was installed if the repair fasteners in thecritical rows have been installed in new fa

19、stener holes or existing fastener holes that have beenzero-timed. If the repair fasteners are installed in existing fastener holes that have not beenzero-timed, the inspection threshold will start from the time the airplane was delivered.(6) Time Limit: The maximum period in flight cycles, flight ho

20、urs or calendar time that is permitteduntil it is necessary to replace or rework a time-limited repair.(7) Zero-Timing: The process used to improve the repair durability in order to make the inspectionthreshold start from the time the repair is installed. This involves the removal of small cracksand

21、 fatigue damaged material by oversizing the existing fastener holes before the repair isinstalled as given in 51-10-02. Zero-timing must only be used where specifically permitted inan SRM chapter-section-repair. Also zero-timing must not cause short edge-margin andfastener spacing, and knife-edging

22、on the repair fasteners.(8) Critical Fastener Row: Fastener row to be inspected to meet damage tolerance requirements.(9) Zonal Inspection: A General Visual Inspection of each aircraft zone, defined by access and areaas given in the Maintenance Planning Data (MPD) document, to check system and power

23、plantinstallation and structure for security and general condition.(10) Types of Inspections:(a) General Visual (Surveillance) Inspection (GVI): A visual examination of an interior orexterior area, installation or assembly to detect obvious damage, failure or irregularity.This level of inspection is

24、 made from within touching distance unless otherwise specified.A mirror may be necessary to enhance visual access to all exposed surfaces in theinspection area. This level of inspection is made under normally available lightingconditions such as daylight, hangar lighting, flashlight or drop-light an

25、d may requireremoval or opening of access panels or doors. Stands, ladders or platforms may berequired to gain proximity to the area being checked.(b) Detailed Inspection (DET): An intensive examination of a specific item, installation orassembly to detect damage, failure or irregularity. Available

26、lighting is normallysupplemented with a direct source of good lighting at an intensity deemed appropriate bythe inspector. Inspection aids such as mirrors, magnifying lenses, etc. may be used.Surface cleaning and elaborate access procedures may be required.(c) Special Detailed (Non-Destructive Testi

27、ng) Inspection (SDI): An intensive examination of aspecific item(s), installation, or an assembly to detect damage, failure or irregularity. Theexamination is likely to make extensive use of specialized inspection techniques and/orequipment. Intricate cleaning and substantial access or disassembly p

28、rocedure may berequired. Non-Destructive Testing (NDT) inspections are used to examine all subsurfacedamage and most small surface cracks. NDT is also used in areas where a visualinspection is not sufficient to find the dimensions of damage. NDT proceduresrecommended for use in the SRM are as follow

29、s:(3) 重复间隔: 在飞行周期中的时期，数小时班机或日历发生的时间在必需的检验。(4) 补充的检验: 特别的检验那修复的完成了的结构在对操作员的常态维护检验的附加。(5) 门槛: 时期在飞行周期、数小时班机或日历时间从当一架飞机的时候是递送或者一修理是制造直到第一次补充的检验是必需品。 因为种类B 修理, 门槛开始从那时间那修理是安装如果那修理牢系工具在那紧要关头的排有是安装在新的牢系工具中洞或现有的牢系工具洞有是零-计时。 如果那修理牢系工具是安装在现有的牢系工具洞有不是零-计时, 检验门槛将会开始从当飞机的时候是递送。(6) 期限: 最大值时期在飞行周期，数小时班机或日历时间哪一是允许

30、直到它对代替而言是必需的或重做时限修理。(7) 零-时间安排: 那处理过去一直改善那修理耐久性为了要作检验门槛开始从时间起那修理是安装。 这包括小裂缝的移动而且疲累被损坏的材料藉由特大号那现有的牢系工具洞以前那修理是在 51-10-02 年安装如给予的。 零-时间安排一定只被用哪里明确地允许在一个 SRM 章节-区段-修理。 也零-时间安排不能引起短边缘-边缘和牢系工具间隔, 和在修理牢系工具上的刀口。(8) 紧要关头的牢系工具排: 牢系工具排是检查到会损害宽容需求。(9) 带子的检验: 一次每架飞机的将军视觉的检验地域, 定义被通路和区域当做给予的在计划数据 (MPD) 的维护中文件, 到检

31、查系统和 powerplant安装和结构为安全和一般的情况。(10) 检验的类型:(一) 上将视觉的 (监视) 检验 (GVI): 内部的视觉的考试或外部区域、安装或集会发现明显的损害、失败或违法。这程度的检验是制造从在碰触里面距离除非另外指定的。一镜子可能对提高而言是必需的视觉通路到所有的暴露表面在那检验区域。 这程度的检验是制造在通常之下可得的照明情况，像是白昼, 棚厂照明，手电筒或下降-光而且可能需要移动或第一次的通路嵌板或门。 台子、梯或月台可能是必需的对到区域的增益接近在检查。(b) 详细的检验 (DET): 特性项目的强烈的考试, 安装或集会发现损害、失败或违法。 可得的照明通常是

32、补充与一直接的善行来源照明在一种强烈认为了适当的被检查员。 检验帮助，像是镜子, 放大透镜, 等等可能被用。表面清洁和精细的通路程序可能是必需的。(c) 特别的详细 (非破坏力测试) 检验 (SDI): 强烈的考试一特性项目 (s) ，安装或一个集会发现损害、失败或违法。 那考试可能广泛的利用特殊化检验技术以及/ 或设备。 复杂的清洁和可观的通路或解开程序可能是必需的。 非破坏力测试 (非破坏试验) 检验用来调查所有的地表下土壤损害和大部分小的表面裂缝。 非破坏试验在区域中也是二手的哪里一视觉的检验不足以找损害的尺寸。 非破坏试验程序推荐为使用在 SRM 中依下列各项:1) Eddy Curr

33、ent: An NDT procedure which uses eddy current to find damage in metalsthat have good conductivity properties. The Eddy Current inspection is the preferredNDT procedure used to find most damage on metal parts. The three types of EddyCurrent inspections used in the SRM are as follows:High Frequency Ed

34、dy Current (HFEC) Inspection: Used to find surface cracks, porosityand corrosion.Medium Frequency Eddy Current (MFEC) Inspection: Used to find subsurface cracks inthe first layer that start and grow along the faying surface. It also will detect the surfacecracks.Low Frequency Eddy Current (LFEC) Ins

35、pection: Used to find subsurface cracks, andcorrosion.Refer to Part 6 of the NDT Manual for Eddy Current inspection procedures.2) Ultrasonic: An NDT procedure which uses sound waves to find surface or subsurfacedamage (cracks, porosity, delamination, or disbonds, for example) on metal andcomposite m

36、aterials that have good permeability properties. Refer to Part 4 of the NDTManual for Ultrasonic inspection procedures.3) Resonance Frequency: A tap test NDT procedure that can be used to finddelaminations and interply disbonds in composite, honeycomb or bonded structuresthat have thin skins. Refer

37、to Part 1 of the NDT Manual for the Resonance Frequencyinspection procedures.4) X-Ray: An NDT procedure that uses radiography to find cracks and damage (disbonds,for example) in metallic and composite structures which cannot be accessed for visualinspection. X-Rays can identify if fluids are inside

38、honeycomb parts and can be used toidentify the dimensions of the damage. Refer to Part 2 of the NDT Manual for the X-Rayinspection procedures.5) Magnetic Particle: An NDT procedure that applies a magnetic field to a ferro-magneticpart which has fine magnetic particles on the surface. The magnetic fi

39、eld causes themagnetic particles to group together in areas that have cracks on or near the surface.Refer to SOPM 20-20-01 for the Magnetic Particle inspection procedures.6) Penetrant: Penetrant examination uses the property of a liquid to go into a defect that isopen at the surface of the part. The

40、 liquid is applied to the surface and permitted tosoak in. A developer is applied to pull the liquid out of the defect so it can be seen.Visible penetrants are examined under white light. Fluorescent penetrants areexamined under ultraviolet light. Refer to SOPM 20-20-02 for the Penetrant inspectionp

41、rocedures.1) 逆流涌流: 一个非破坏试验程序使用逆流涌流找损害在金属那有善行导电率特性。 逆流现在的检验是那优先的非破坏试验程序过去一直找大多数的损害在金属之上部份。 逆流的三类型现在的检验二手的在 SRM 中依下列各项:高频率逆流涌流 (HFEC) 检验: 二手的找表面裂缝,多孔性而且腐蚀。媒体频率逆流现在的 (MFEC) 检验: 二手的找地表下土壤裂缝在第一层哪一开始而且生长向前那小仙子表面。 它也意志发现那表面裂缝。低点频率逆流涌流 (LFEC) 检验: 二手的找地表下土壤裂缝, 和腐蚀。提及部份非破坏试验中的 6 手册为逆流现在的检验程序。2) 超声波: 非破坏试验程序找哪

42、一个使用音波表面或地表下土壤损害 (裂缝、多孔性，薄片, 或不束缚, 举例来说) 在金属之上和合成物有善行浸透性特性的材料。 提及部份非破坏试验中的 4为超声波检验程序的手册。3) 共呜频率: 一轻打测试非破坏试验能用来找的程序薄片和 interply 不束缚在合成物，蜂巢或以债券作保证的结构那有瘦的皮肤。 关于共呜参照部份非破坏试验手册中的 1 频率检验程序。4) X光: 一个非破坏试验程序哪一使用 X 光线照相术找裂缝和损害 (不束缚,举例来说) 在金属的和合成物不能够是的结构存取为视觉的检验。 X光能监定如果液体在里面蜂巢部份而且能习惯于监定损害的尺寸。 关于 X光参照部份非破坏试验手册

43、中的 2检验程序。5) 磁性粒子: 应用一个磁场到 ferro 的一个非破坏试验程序-磁性部份哪一个有罚款磁性粒子在那之上表面。 磁场引起那磁性粒子到小组一起在有的区域中裂缝在或之上靠近那表面。关于磁性粒子检验程序参照 SOPM 20-20-01 。6) 渗透剂: 渗透剂考试使用财产一液体进入一个缺点哪一是公开在那表面那部份。 液体是应用的到那表面和允许到浸在。 一个开发者是应用的拉那液体出自那缺点因此它能被见到。看得见的渗透剂是在白色的光之下调查。 日光灯渗透剂是在紫外线的光之下调查。 关于渗透剂参照 SOPM 20-20-02 检验程序。v 机身剖面当量直径的初步确定 Def 机身当量直径

44、 Dws 并排座椅最大宽度 Csw 扶手与侧壁间距,取值范围在 2575mm Ttp 客舱装饰层厚度,取值范围在1735mm Hfw 机身框结构高度，如初85mm确定地板结构高度v 标准集装箱与货架尺寸 国际航空运输协会（IATA）指定了标准集装箱的尺寸 集装箱LD-1、LD-2、LD-3、LD-4和LD-8是最普通的型别 厨房与卫生间单元 典型数据为每一厨房1060名乘客，宽762深914 每一卫生间1540名乘客，宽914深914（头等舱服务的乘客取较小数字）。应急出口制造技术：机体主承力结构，如机身和机翼主要采用铝合金铆接结构，次承力结构，如飞机的控制翼面（襟副翼、扰流板和方向舵等）采用

45、复合材料的胶接结构，近几年来少量主承力结构也有采用复材结构的趋势。4.2 整体复材部件的制造装配技术-迫使空客A350 的研制处于困境由于复合材料结构有着许多众所周知的优点，波音公司在对复材结构做了大量成功的研究试验基础上，决定787 机体主要结构大规模地采用复合材料，由777 飞机复材用量的12%一步跨越到50%8，即机身和机翼外壳几乎都由碳纤维增强复合材料制成，仅少数机体部位应用铝合金或其它材料，如图6 所示。而空客公司原来的A350 设计方案是在A330 飞机基础上进行的，机身仍是以铝合金的铆接结构为主，复材用量仅为35%，这样，波音就大幅度地拉大与A350 复材用量的差距。对于波音的竞

46、争对手空客公司来说，客机的超大型机身复材部件的制造技术是一个难于逾越的巨大挑战。这种由复材组成机身的787 客机，是波音公司13 年来的第一种全新研制的机型，它的维修成本可节省30%，飞行的舒适性有很大提高，得到很多航空公司的欢迎。因此，国际上各航空公司期望着这一“绿色”客机能给空中旅行带来革命性的变化。，复合材料技术现在还不成熟，现有的复合材料对于机体的许多部位不适用，这是由于复合材料结构的性能优势仅在拉伸和疲劳强度方面，它的耐压性能尚不明朗；其三，在引进新材料和新工艺的过程中应采取循序渐进的方式；其四，碳纤维增强复合材料确实具有重量轻的优越性，但目前原材料价格上涨了500%，经济上的合理性

47、值得商榷。这是因为，他们知道波音787 的方案虽然跨度大了一些，有一定的风险，但是，波音具有长期在军机上应用复材的经验，加上787 方案也是建筑在科学的研究基础上的。波音充分利用以美国NASA 为首的有关飞机复材部件研究的两个十年计划项目的成果，即飞机能源效率项目AirCraft Energy Efficiency (ACEE) Program（1975 1986）和先进复材技术项目Advanced Composites Technology (ACT) Program（1985 1997）波音在研制787 中应用的全球协同环境GCE，是在数字化协同研制777 和新一代737 飞机的扎实基础上进行的，技术上实现一元化领导，应用着统一软件的同一版本，并对研制的协同过程、软件和数据的管理，有着一整套严格的模式、制度、方法、规范和各种手册，供全体参研人员遵循和使用，精心构建787 飞机的数字样机，建立了单一产品数据源SSPD，使有关产品的数据畅通而准确地由研制的上游向下游流动，以及各部门之间数据的准确而快速地交换，真正实现了产品的并行协同设计与